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MANUAL OF SPECIFICATIONS AND STANDARDS
Government of Andhra Pradesh
HMR: SS: 01-2008
All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording, or any other information storage and retrieval system, without prior permission in writing from the publisher.
This is a technical document which has been produced by Hyderabad Metro Rail Ltd. For any further technical clarification please contact:
N.V.S. Reddy, IRAS Managing Director Hyderabad Metro Rail Ltd. Metro Rail Bhavan, Saifabad Hyderabad 500 004 Phones : +91-40-23388580/81 Fax : +91-40-23388582 Email : email@example.com
Published by Dr. C.V.S.K. Sarma, IAS, Ex-Officio Principal Secretary Municipal Administration & Urban Development Department Government of Andhra Pradesh Metro Rail Bhavan, Saifabad Hyderabad 500 004
Readers are advised to seek independent technical advice before embarking upon development of any Metro rail system whether based on any of the specifications and standards contained in this publication or otherwise. Contents of this book should not be construed as technical or legal advice.
Printed by Pragati Offset Pvt. Ltd. 17, Red Hills, Hyderabad 500 004
Foreword Preface Abbreviations Definitions
1 General Technical Requirements 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 1.10 1.11 1.12 1.13 1.14 1.15 2 General Alternative Standards and Specifications System Performance Requirements General Technical Requirements of the System Engineering and System Design Engineering Philosophy and Requirements Design drawings and documents Quality Assurance Reliability, Availability and Maintainability Safety Engineering Electromagnetic Compatibility (EMC) Assurances Safety of Traffic and Workers Testing Review and Comments by the IE Definitions and Interpretation vii ix 1 9 21 21 22 22 23 23 23 24 25 25 26 26 28 28 28 28 31 31 32 34 43 43 44 45 45 45 46
Rolling Stock 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 2.10 General Performance Requirements Coach Design Requirements Auxiliary Power Supply Electromagnetic Compatibility and Environmental Conditions Environmental Noise Standards Testing and Certification of Rolling Stock Train Data Recorder Maintenance Plan Coach Requirement Calculations
MANUAL OF SPECIFICATIONS AND STANDARDS
2.11 2.12 3
Computer Simulation Results Training of Maintenance and Operating Personnel
46 47 51 51 51 53 53 53 53 56 56 58 58 63 65 66 66 67 69
Alignment and Trackwork 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 3.10 3.11 3.12 3.13 3.14 3.15 General Alignment and Track Structure Requirements Operating Requirements Track Gauge Track Spacing Track Geometry Track Structure Track Tolerances Electrical Insulation Track Components Special Layouts Track Monuments Inspection and Testing Design Documentation Maintenance Schedule of Dimensions for Standard Gauge
Appendix I (Chapter 3) 4
Signalling and Train Control 4.1 4.2 4.3 4.4 General Design Criteria Performance Specification Equipment
77 77 78 79 84 91 91 92 93 95 96 98 99
Electric Power System 5.1 5.2 5.3 5.4 5.5 5.6 5.7 General System Overview Design Criteria Power Supply System SCADA System System Earthing Performance Specification
Communication Systems 6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 6.9 6.10 6.11 General Data Transmission System Clock System Telephone System Closed Circuit Television Public Address System Radio System Station Management System Passenger Information System Train borne Communication System Office Automation and Information Technology
105 105 106 110 111 113 114 116 119 124 125 128 131 131 131 136 136 141 141 141 145 145 147 147 155 155 157 159
Automatic Fare Collection System 7.1 7.2 7.3 7.4 General Technical Requirements Security Design Documentation Requirements
Maintenance Depot 8.1 8.2 8.3 8.4 8.5 8.6 General Engineering Specifications Maintenance Management System Other Requirements Materials and Finishes Fixed Installations
Accommodating Structures 9.1 9.2 9.3 9.4 9.5 General Elevated Guideway Structure – Features Elevated Guideway Structure – Design Criteria
Re-instatement Works, Utilities and Miscellaneous Infrastructure 173 Works Landscaping and Environmental Requirements 173 177 177 177 178
Station Planning and Design 10.1 10.2 10.3 General Site Access and Circulation Station Architecture
3 12.MANUAL OF SPECIFICATIONS AND STANDARDS 10.1 11.1 14.4 14.4 10.4 11.9 10.6 14. Reinstatements and Traffic Regulations 14.5 General Electrical Services Fire Detection and Suppression Systems Water Supply System Drainage System 12 Operations Control Centre 12.10 10.7 10.2 12.12 10.1 13.8 10.7 General Site Management Design of Temporary Works Construction Requirements Survey Points Protection of the Works from Weather Damage and Interference iv .14 10.5 10.11 10.6 10.15 11 Station Quality Spatial Vertical Clearances Pedestrian Access Vehicular Access Station Parking Station Design Requirements Performance Requirements Materials and Station Finishes Landscaping at Elevated Station Complex and Guideway Alignment Rain Water Harvesting Fencing Environmental Protection Requirements 178 179 179 179 180 180 185 189 192 193 193 193 197 197 197 209 211 212 217 217 217 218 221 225 225 226 229 229 229 230 231 238 238 238 Building Services 11.1 12.3 14.3 11.2 General Commissioning 14 Work Site Safety.2 14.5 14.4 General Operations Control Center (OCC) – Composition OCC Operations Plan Operations Control Centre (OCC) – Overview 13 Commissioning of the Rail System 13.13 10.2 11.
10 14.9 14.11 14.14 14.15 14.CONTENTS 14.8 14.13 14. Roads and Other Properties Access Trees Removal of Graves and Other Obstructions Protection of the Adjacent Structures and Works Traffic Management Plan Approval for Temporary Traffic Arrangements and Control Security Works Areas and Temporary Power Supply 239 239 239 239 239 240 240 242 244 247 Utilities 253 Contributors to the Manual 255 v .16 Appendix I (Chapter 14) Appendix II (Chapter 14) Utilities Structures.12 14.
which was reviewed by the Delhi Metro Rail Corporation that has a successful track record in building and operating urban rail systems. Besides attracting private capital in a public infrastructure project of fairly large dimensions. including termination of the concession. Its provisions would be enforceable and any breach would expose the concessionaire to penalties. the accountability for providing a safe and reliable rail system ultimately rests with the Government and the MCA. mandates a Manual of Standards and Specifications that the concessionaire must conform to. Finance and Operate (DBFO) approach that requires the concessionaire to bear the responsibility for detailed design and engineering. The Manual reflects a delicate balance that would enable development of a world-class metro system while at the same time improving on its financial viability by optimising on costs and obligations. and its success would open up similar opportunities in India and abroad. reliability and safety. It would be a path-breaking effort. efficient and economic framework based on international best practices. Build. a public infrastructure asset must conform with specifications and standards that provide the requisite assurance relating to its quality. this would help in improving efficiencies to world-class standards and thereby reducing costs. However. These efforts were supplemented by extensive consultations with experts and stakeholders. the Manual would be a key document in safeguarding user interests. The focus is on ‘what’ rather than ‘how’ in relation to the delivery of services by the concessionaire. In that sense. The State Government had engaged reputed international consultants for developing the Manual of Specifications and Standards. by reference. with least cost to the users and to the public exchequer. therefore. Nevertheless. The Manual thus evolved would. Consistent with the DBFO approach. the need for this Manual.Foreword The Government of Andhra Pradesh is to be complimented for undertaking the Hyderabad Metro Rail Project through Public Private Partnership (PPP). This implies a shift from input specifications to output-based specifications that would provide the private sector with a greater opportunity to add value and reduce costs by innovating and optimising on designs in a way normally denied to it under conventional input-based procurement specifications. This Manual would also be useful for other States that wish to take up similar projects. the MCA specifies the performance standards that would have a direct bearing on users of the rail system. The objective is to provide a safe and reliable urban rail system through PPP. the Planning Commission had provided a Model Concession Agreement (MCA) for adoption by the State Government. by any standards. The MCA is based on the Design. For awarding the Hyderabad Metro Rail Project within a competitive. vii . Hence. form an integral part of the Concession Agreement for the Hyderabad Metro Rail Project and shall be binding on the concessionaire.
July 02. is to be congratulated for producing this volume with the assistance of eminent experts.MANUAL OF SPECIFICATIONS AND STANDARDS The project team for the Hyderabad Metro Rail Project. Planning Commission viii . Reddy. 2008 (Gajendra Haldea) Adviser to Deputy Chairman. N.V. ably led by Mr. I have no doubt that this Manual would go a long way in development of metro rail systems through PPPs – a modality that has become inevitable for attracting ever larger volumes of investment to this sector.S. I am particularly delighted with this excellent piece of work that will form an integral part of the contractual framework. Having written the Model Concession Agreement on which the Concession Agreement for the Hyderabad Metro Rail System is based.
development of modern Metro Rail Systems in India is a relatively new phenomenon and developing them in PPP mode is being attempted for the first time. the bidders will have to keep the provisos of the specifications and standards indicated in the MSS in mind. but already the infrastructural facilities are under severe strain. As urbanization picks up a fast pace. Development of Elevated Metro Rail System in some of the high density traffic corridors of Hyderabad city. ix . Thus. Public Private Partnership (PPP) approach has been identified by Government of India (GoI) as an important mechanism to bridge the wide resource gap in this context and many of the state governments are also increasingly following this approach in tandem. Metro Rail Systems are highly complex and intricately interdependent on a whole spectrum of technologies ranging from structural stability in civil engineering to the latest computerized signaling systems. have evolved a reliable. One of the main areas of urban infrastructural development is creation of a robust and efficient Public Transportation System. which is the Concessioning Authority. Both these documents are legally binding and the Concessionaire will have to conform to the provisions and specifications incorporated in them. it must nevertheless be stated that our team of dedicated technicallyknowledgeable senior officers and technical experts.Preface In the ‘service’ sector dominant post-industrial era. The scheme envisages a transparent and competitive bidding process based on international best practices. the infrastructural facilities in Indian cities are grossly inadequate to make our cities globally competitive. An important factor that has to be kept in mind while building/strengthening the urban infrastructural facilities is that presently India is only at 30% urbanization level. The basic philosophy behind these key documents of the Design. However. with a Model Concession Agreement (MCA) and Manual of Specifications and Standards (MSS) as the key documents. after several rounds of brainstorming sessions and deliberations. However. while offering the Financial Bids. Operate and Transfer (DBFOT) format is that while the Concessionaire is responsible for all these DBFOT functions. technical specifications and safety standards squarely lies with the Government. Indian cities have an excellent opportunity to be global “back office” hubs and to benefit from the resultant economic gains. improvement of these facilities would be a daunting task and the resources required would be of immense magnitude. the capital of Andhra Pradesh. Finance. Building of rail-based Mass Rapid Transit Systems (MRTS) is a key component in this endeavour. in PPP mode has been undertaken by Government of Andhra Pradesh (GoAP) with partial financial assistance from GoI under the Viability Gap Funding (VGF) scheme. the primary responsibility of ensuring a world class mass transit system which conforms to the performance criteria. Build. The Manual underwent several revisions and each revised draft was circulated to all the pre-qualified bidders of the Hyderabad project to accommodate their views. While it is difficult to draw up and indicate Specifications and Standards to be relevant for a time span of over three decades in a fast changing technology scenario. implementable and pragmatic MSS. address their concerns and make the Manual technology-neutral.
Mr. G. Government of India (GoI). the contribution made by Mr. P. Indian Railways. Indian Railways and Adviser to Government and Dr. Saha. Satish Kumar. July 02. for their constant encouragement and support. Former Chief Signalling and Telecommunications Engineer. Gajendra Haldea. Ministry of Urban Development. the said schedule allows deviations. S. Sivaramakrishna. Delhi Metro Rail Corporation (DMRC). Garg. 2008 (N.K. GoAP. Secretary. DMRC. On behalf of Government of Andhra Pradesh (GoAP). Hyderabad Metro Rail Limited and Ex-Officio Principal Secretary to Government of Andhra Pradesh for their active role and guidance in preparation of this Manual. an expert civil engineer and Director. T. I am extremely grateful to Padmavibhushan Dr. Indian Railways. This Manual can be used as a good technical document for building and operating a sophisticated elevated Metro Rail System in a sustainable manner.V. Hyderabad Metro Rail Ltd & Project Director. Mr. C. I would like to express my gratitude to Dr. Secretary. which is a pioneering one for a PPP Metro rail project in this country. Stanley Babu. to address project-specific requirements. and Dr. Mangu Singh. Ministry of Finance. With emphasis on “performance-based outputs” rather than the conventional “input” oriented specifications.V. Chairman. Ramachandran. Sreedharan. Planning Commission and Mr. Reddy) Managing Director. However. Planning Commission for ably guiding us in preparation of this comprehensive Manual. Sarma.S. Finally. Former General Manager. Former Chief Engineer. Former Chief Commissioner of Railway Safety. Chief Secretary.S. Ramakanth Reddy.K. D. which are to be stated upfront. Mr. GoI. Mr. the Manual allows scope for design innovation to optimize life cycle costs and reflects a fine balance between the interests of the Users of the system and those of the Concessionaire. GoI deserves special mention. I would also like to thank Mr.P. S.MANUAL OF SPECIFICATIONS AND STANDARDS The Manual has to be used in conjunction with Schedule-D of the MCA. M. the legendary Metro rail veteran of India and Mr. Mass Rapid Transit System Government of Andhra Pradesh x . an eminent electrical engineer and Director. Iyer. for encouraging us to undertake development of an elevated Metro Rail System spanning over 71 km in Hyderabad city in PPP mode. R. Director (PPP). Subba Rao. While a large number of technical experts with varied and vast experience in rail technologies and operations have contributed to this volume. care has been taken to ensure that the Manual is consistent with the provisions of MCA. Such an enlisting of deviations would enable the bidders to appreciate the financial implications more accurately and offer competitive bids. I am also grateful to Mr. Since the specifications and standards incorporated in the Manual are contractually binding on the Concessionaire. Adviser to Deputy Chairman.P. E.
Abbreviations The following abbreviations are used in this Manual of Specifications and Standards: Abbreviation AAR AASHTO AC AFC AFTC AIS ANSI AP TRANSCO AREMA ARS ASP ASS ASTM ATC ATO ATP ATR ATS BIS BS CA CATC CEB/FIP Full Name Association of American Railroad American Association of State Highway and Transportation Officials Alternating Current Automatic Fare Collection Audio Frequency Track Circuits Association of Information System American National Standards Institute Transmission Corporation of Andhra Pradesh American Railway Engineering and Maintenance-of-way Association Automatic Route Setting Audio and Selection Panel Auxiliary Sub-Station American Society for Testing and Materials Automatic Train Control Automatic Train Operation Automatic Train Protection Automatic Train Regulation Automatic Train Supervision Bureau of Indian Standards British Standards the Concession Agreement entered into between the Concessionaire and the Government Continuous Acting Train Control (system) Comite Euro – Internationale du Beton(Euro-International Concrete Committee) – and Federation Internationale de la Pre-contrainte (International Federation of Pre–stressed Concrete) 1 .
European Committee for Electro technical Standardization Communications Equipment Room Chartered Institution of Building Services Engineers International Commission on Illumination Central Processing Unit Central Public Works Department Control Superintendent Contactless Smart Card Central Voice Mail System Central Voice Recording System Continuously Welded Rail Direct Current Depot Control Center Diesel Generator Direct Line Telephone Direct Outward Dial Detailed Project Report Depot Security Office Data Transmission System Digital Voice Announcement System Digital Video Recorder Electrical and Mechanical Engineering Controller Equipment Control and Monitoring System 2 . “CEB Bulletin”.MANUAL OF SPECIFICATIONS AND STANDARDS CBI CC CCH CCTV CEB/FIB CENELEC CER CIBSE CIE CPU CPWD CS CSC CVMS CVRS CWR DC DCC DG DLT DOD DPR DSO DTS DVAS DVR E&M EC ECMS Computer Based Interlocking Central Computer Central Clearing House Closed Circuit Television Model Code for Concrete structures.
ABBREVIATIONS EIA EIG EMC EMI EN EP ETP FAT FFT FIDS FRLS FRLSOH GPS GUI HDPE HV IABSE IE IEC IEEE IES IGBT IRC IRS IS ISA ISO IT ITU-T Energy Information Administration Electrical Inspector of Government Electro-magnetic Compatibility Electro-magnetic Interference Euro Norm (European) Standard Electro-Pneumatic Effluent Treatment Plant Factory Acceptance Tests Fast Fourier Transform (method) A Flat-Panel Interactive Display System Flame Retardance Low Smoke Emission Fire Retardant Low Smoke Zero Halogen Global Positioning System Graphical User Interface High Density Poly Ethylene High Voltage (as per Indian Electricity Rules) International Association for Bridge and Structural Engineering Independent Engineer International Electro technical Commission Institution of Electrical and Electronic Engineers Illumination Engineering Society Insulated Gate Bipolar Transistor Indian Roads Congress Indian Railway Standards Indian Standard Independent Safety Assessor International Standards Organization Information Technology International Telecommunications Union–Telecommunication Standardization Sector 3 .
MANUAL OF SPECIFICATIONS AND STANDARDS JIS Kmph LAN LCD LCP LCX LED LOMA LV LWR MCB MCBF MCC MDB MIS MMI MMIS MMS MOSRTH MSS MTBF MTTR NBC NEMA NFPA NMS O&M OA OCC Japanese Industrial Standards Kilometers per hour Local Area Network Liquid Crystal Display Local Control Panel Leaky Coaxial Light Emitting Diode Limit Of Movement Authority Low Voltage (as per Indian Electricity Rules) Long Welded Rail Miniature Circuit Breaker Mean Cycle Between Failures Mains Circuit Control Main Distribution Board Management Information System Man-Machine Interface Maintenance Management Information System Maintenance Management System Ministry of Shipping. Road Transport and Highways Maximum Safe Speed Mean Time Between Failures Mean Time To Restore National Building Code (of India) National Electrical Manufacturers Association National Fire Protection Association Network Management System Operation and Maintenance Officer Accommodation Operations Control Center 4 .
ABBREVIATIONS OOG PABX PAS PC PCM PIC PIDS PIS PSB PSTN PTCC PTFE PTZ PWD RAM RASTI RCC RCP RDW RF RI RJT RMDT ROW RSS RTU S&T SAT SATRA Out of Gauge Private Automatic Branch Exchange Public Address System Personal Computer Pulse Code Modulation Passenger Inter Communication Passenger Information Display System Passenger Information System Platform Supervisor Booth Public Switched Telephone Network Power and Telecommunication Consultants Committee Poly Tetra Fluoro Ethylene Pan/Tilt/Zoom Public Works Department Reliability. Maintainability Demonstration Testing Right of Way Rectifier Sub Station Remote Terminal Unit Signalling and Telecommunications Site Acceptance Tests Shoe and Allied Trade Research Association 5 . Availability and Maintainability Rapid Speech Transmission Index Reinforced Cement Concrete Radio Control Panel Radio Dispatch Workstation Radio Frequency Ride Index Return Journey Ticket Reliability.
MANUAL OF SPECIFICATIONS AND STANDARDS SC SCADA SCIL SCR SDH SEJ SER SIL SINAD SJT SMS SOD SPL SS STM SV TC TCCP TDR TEP TER TETRA TNS TO TOM TPS TSR TSS TVM Station Controller Supervisory Control and Data Acquisition Safety Critical Items List Station Control Room Synchronous Digital Hierarchy Switch Expansion Joint Signalling Equipment Room Safety Integrity Level Signal plus Noise plus Distortion (ratio) Single Journey Ticket Station Management System Schedule of Dimensions Sound Pressure Level Sub Station Standard Telecom Mode Stored Value Traffic Controller Train Cab Communication Panel Train Data Recorder Track Earthing Panels Telecommunications Equipment Room Terrestrial Trunk Radio Three phase and Neutral system Train Operator Ticket Office Machine Traction Power Substation Train Service Regulator Traction Sub-station Ticket Vending Machine 6 .
ABBREVIATIONS UD UIC UPS VAC VCC VDU VVVF WAN XLPE Usage Data Union Internationale des Chemins de Fer (International Union of Railways) Uninterrupted Power Supply Ventilation and Air Conditioning Vehicle Communication Controller Visual Display Unit Variable Voltage Variable Frequency Wide Area Network Cross Linked Poly Ethylene 7 .
Definitions In this Manual of Specifications and Standards (the “Manual”). monitors and controls the Trains in service and provides data to controllers to adjust the Train services to minimize the inconveniences caused by Train operation disruptions. shall mean the principle that no risk can be accepted unless reduced to As Low As Reasonably Practicable. The ATC shall inter alia. air conditioning. incorporate Automatic Train Protection (ATP) subsystems and shall have features to enhance operational safety. shall mean the sub system of the ATS which ensures that following disruption. Automatic Train Protection(ATP) Automatic Train Regulation(ATR) Automatic Train Supervision(ATS) Auxiliary Equipment 9 . shall mean the top-level system in real time Train control which regulates performance levels. unless repugnant to the context or meaning thereof. shall mean the system which undertakes functions otherwise assigned to the TO. have the meaning hereinafter respectively assigned to them: Term Abnormal Operation Added Value Machines (AVMs) ALARP Alignment Automatic Train Operation (ATO) Automatic Fare Collection (AFC) Automatic Train Control(ATC) Definition shall mean a situation where the Train control and/or the signalling system operates in an unscheduled situation. the Train service returns to time tabled operation or to regular fixed headways. shall mean the horizontal and vertical profile of railway track. shall mean the sub system of the ATC which alerts the TO regarding speed and automatically applies brakes if there is no reaction from the TO. passenger facilities and emergency battery systems in the Trains. shall mean auxiliary power supply equipment providing power for Train lighting. shall mean the equipment utilizing which Users having a stored value ticket can increase the residual value of such ticket. shall mean the system for automatically controlling Train movements and directing Train operations. shall mean the system which automates fare collection by automating the ticket selling and accounting processes and providing data on system usage. the following words and expressions shall.
shall mean the amount by which the outer rail is raised over the inner rail on horizontal curves. shall mean the structure at the end of a track to prevent cars from proceeding beyond the end of the railway line. signalling mode etc. or super elevation Car or Coach Civil Speed Limit Command “COD” or Commercial Operation Date Construction Works Correct Stopping Position 10 . shall have the meaning ascribed to the term in the Concession Agreement. required by all fixed low voltage electrical installations including electro mechanical installations at Stations. shall mean the probability that an equipment or system can perform a required function under given conditions over a given time interval or similar measurement. shall refer to the point at which Trains are required to stop in a station platform. shall mean the operation of Trains in either direction over the same section of track subject to built in safety systems. Signalling systems and communication systems. target distance / speed as deduced from the most restricting ATP condition. shall mean a four wheeled truck used in pairs under the rail car. which speed limit shall not be exceeded at any time. shall mean the permanent maximum speed limit determined by the track geometry for all Trains upon a particular section line. either powered or non-powered. Availability Bi-direction Bogie Buffer Stop Cab Signalling Cant. The Bogie has a central pivot on which the car is supported which allows it to guide the car into curved tracks. shall mean supply for lighting and power sub-net work. shall refer to the facility to perform or modify a function of the System.MANUAL OF SPECIFICATIONS AND STANDARDS Auxiliary Power Converter Auxiliary Power Supply shall mean the converter that converts the traction supply voltage into more appropriate supplies for use by Auxiliary Equipment. shall refer to the signalling in the Train cab which governs the movement of the Train by conveying the limit of movement authority (LOMA) and the authorized speed. shall mean a passenger carrying rail vehicle. shall mean all works and things necessary to complete the Rail System in accordance with the requirements of the Concession Agreement and includes tracks.
shall mean all equipment and systems to be designed. photographs. shall mean a distribution company which is licensed to sell electric power. such that the speed of a following Train is not reduced by the Train ahead. installed. computer programmes. manufactured. shall mean the area designated for train stabling and maintenance of Trains and other sub-systems of the Rail System. special tools. the Normal (N) direction of travel shall be the left-hand track. from the DCC. writings. drawings. shall refer to the time from when equipment. films. or in tapes. sub-system. discs. other than “normal”. as viewed by a TO in the lead cab.DEFINITIONS Cross over Degraded Delay shall refer to the means by which two juxtaposed tracks are connected. or system becomes unavailable for use due to maintenance attention until the time it becomes available for use again. cassettes. reports. shall refer to the Person who controls the movement of Trains inside a Depot. shall mean the minimum time interval between successive Trains operated at the permitted line speed. supplied. audio or visual form. or the ability to verify that a point or signal has operated correctly as part of interlocking. shall refer to all states or conditions. or expressed in any other written. building and facilities. Depot Depot Controller Design Headway Detection Direction of Travel DISCOM “Document” or “Documentation” Downtime Dynamic Brake E&M Equipment 11 . The Reverse (R) direction of Travel shall be the right-hand track. as viewed by a TO in the lead cab. shall refer to the ability to determine that a track section or block is occupied by a Train. tested and commissioned under the Concession Agreement for the operation of the Rail System and includes maintenance equipment. shall mean a delay caused due to the inability of a Train to move or due to reduction in the speed of such Train resulting from failures in the system. electronic. A generic term for the use of motors for braking which includes both rheostatic braking and regenerative braking. shall mean documentation in printed or written form.
Trains and methods of working. standards. shall mean the rules for working of stations. shall mean a condition or situation that is likely to endanger the security of the individuals on or about the Rail System. shall mean the Electrical Inspector of the Government. including Users thereof. public and to the equipment. shall refer to the barrier between the “paid” and “unpaid” area. The fare gate will read a ticket and release the gate when a valid ticket is presented. safe. bonding. shall mean the automatic brake system fitted to attain a restrictive braking distance/speed performance. designs. diligence. to be included within the structures. or which poses an immediate threat of material damage to any of the Project Assets. Applicable Laws and Applicable Permits in reliable. (Brakes are applied or released by electric/electronic signal on each Coach). Embedded E&M Emergency Brake Fail Safe Failure Fare Gates General Rules Good Industry Practice Government 12 . efficiency. and the like. shall mean a design feature which enables a system (or element of a system) to revert to the safe condition in case of its failure. methods. shall refer to an air brake that will allow for immediate application of brakes throughout the Train length.MANUAL OF SPECIFICATIONS AND STANDARDS Earthing or Grounding EIG Electro pneumatic brake Emergency shall mean the connection of equipment enclosures and non current carrying metal parts to earth to provide safety to personnel. shall refer to electrical and mechanical facilities. shall mean the Government of Andhra Pradesh. skills. which is applied continuously in emergency overriding any other control in operation. reliability and prudence which are generally and reasonably expected from a reasonably skilled and experienced operator engaged in the same type of undertaking as envisaged under this Agreement and which would be expected to result in the performance of its obligations by the Concessionaire in accordance with the Concession Agreement. such as Earth mat. shall mean the practices. techniques. economical and efficient manner. shall mean an event which causes loss of function or performance within any part of the signalling and/or Train control system and requires a maintenance intervention to restore full functionality and performance.
to facilitate Bogie disconnection. safety requirements and Good Industry Practice. beyond which no part of the vehicle or Coach in motion may protrude. Interlocking Kinematic gauge Lifting System Limit of Movement Authority Maintainability Maintenance Maintenance Manual Man Machine Interface (MMI) Manual Maximum Safe Speed (MSS) 13 . replacement or repair carried out on equipment. (iii) maximum permissible Train speed. shall mean a system by which Coaches are lifted from under their Bogies to an ergonomic working height. shall indicate the dimensions measured from the track center. and (iv) maximum speed set by the current operating mode and Train parameters. (ii) safe speed required to observe any Speed Restrictions in force. shall refer to the system to prevent setting up of conflicting routes. shall be the lowest of: (i) the Civil speed Limit.DEFINITIONS Horizontal Curve Illuminance shall mean a track which is curved in plan. shall include visual inspection. operation and maintenance manual evolved by the Concessionaire in consultation with the Independent Engineer for the regular and preventive maintenance of the Rail system in conformity with the maintenance requirements. adjustment. shall refer to the repair. shall mean the luminous flux incident on a surface divided by the area of the surface and is measured in lux where 1 lux=1 lumen/m². sub-systems or systems which results in the item undergoing attention being preserved within maintenance tolerances or returned to its design tolerances. shall mean this Manual of Specifications and Standards. shall mean the interface between the Controller and the control system. shall refer to a section of line ahead of a Train which is clear for the Train to proceed. can be carried out in a stated time interval when the maintenance is performed under stated conditions using stated procedures and resources. shall mean the probability that a given maintenance action for a given equipment or system under given conditions of use. the vehicle body being supported by body supports at specific locations points when the Bogies are removed.
shall mean the construction. and includes all works. restricting the Train speed to 25 kmph. Operating headway should allow a defined margin over design headway. shall mean a brake designed to hold a stationary Train indefinitely with no air or electrical energy source available. Operation and Maintenance) Ordinance.MANUAL OF SPECIFICATIONS AND STANDARDS Mimic Modes of Driving shall mean a graphical representation of the railway and its global operating status. is a degraded operating mode of driving during equipment failures. shall mean the rule book for operation of Trains. shall have the meaning ascribed to the term in the Concession Agreement. shall refer to the track mechanism operated to divert the Train where a single track splits to become two tracks and equipped with moving rails to change the route. O&M Act shall refer to The Andhra Pradesh Municipal Tramways (Construction. Automatic Mode (AM). shall mean the sub-station. shall mean a converter consisting of thyristors and diodes to convert AC to DC. shall mean planned service intervals between all Trains offering passenger service. services and equipment relating to or in respect of the Scope of the Project. shall mean railway track. which receives 220kV/132 kV supply from Local Utility Agency and supplies power network of TSS and ASS at 33 kV. Operating Headway Operating Manual Overlap Parking brake Permanent Way Points or Switch or Turn out Project Provisional Certificate Rail System Receiving Sub Station Rectifier 14 . 2008 or any substitute thereof. Restricted Mode (RM). shall have the meaning ascribed to the term in the Concession Agreement. Coded Mode (CM). is a degraded operating mode of driving supervised by the ATP System. shall refer to the safe distance provided beyond a signal in case the Train fails to stop at the signal when it is showing a danger aspect. is the Normal Operating mode of driving enabled by ATO and supervised by ATP. operation and maintenance of the Rail System in accordance with the provisions of the Concession Agreement.
The words “Rolling Stock” and “Trains” as used in this Manual are interchangeable. shall mean a part of the line originating at a signal for which the points have been set and secured to enable the safe passage of a Train. sub-system or equipment that will directly lead to a situation with the potential to cause harm. howsoever described. easements. shall refer to the fleet of rail borne cars with flanged wheels designed to operate on guiding rails. shall mean an experienced and qualified firm or organization appointed by the Government for carrying out safety audit of the Rail system in accordance with the Safety Requirements. injury. unrestricted access and other rights of way. damage to the environment. shall mean the probability that an equipment or system can perform a required function under given conditions for a given time interval or given number of operations or similar measurement parameter. mean the furnishing of parts of the Coach with new parts or equipment to constitute a modification of the original design. shall mean the brake used for routine stopping or slowing with variable and reversible control. or economic loss. shall mean the constructive possession of the Site. shall mean the Safety Commissioner appointed by the Government under Applicable Laws to observe all the necessary Tests and to certify that the Rail system is safe for entering into commercial Service. operation and maintenance of the Rail System and Real Estate Development in accordance with the Concession Agreement. necessary for construction. for carrying passengers. as applied to Rolling Stock.DEFINITIONS Regenerative Brake Reliability shall mean the use of traction motors as generators when in braking mode to brake the Train by returning electrical energy to the conductor rails. shall mean the use of traction motors as generators to brake the Train using on board resistors to dissipate electrical energy. together with all way leaves. shall mean a failure of the system. shall mean the additional rail fixed inside the track and by the side of the inner rail at an appropriate distance. shall. damage to property. Restraining rail Retrofit Rheostatic Brake Right of way Rolling Stock Route Safety Commissioner Safety Consultant Safety Critical Service brake 15 . plant or equipment.
shall mean the optimum speed at which the Train should be driven. as set forth in this Manual. may protrude. TSS and ASS where electric equipment are located that receives and converts or transforms the received electrical energy into usable electrical energy. shall indicate the dimensions of a structural cross section within which no outside object. shall mean a card or token which has an electronically encoded data content indicating the validity and/or use of the ticket. as included in the design and engineering for the Rail System if the Concessionaire can demonstrate to the IE. Station Station Dwell Time Station Working Rules Structure Gauge Sub station Target Speed Tests Third Rail or Conductor Rail Ticket 16 . shall include the RSS. shall mean the specifications and standards relating to the quality. shall mean a place in the Rail System where Trains stop for the purposes of transporting passengers. that such modification or alterations are superior or more pertinent to the Project than the specifications and standards specified in this Manual. quantity. shall mean the rules issued by the Concessionaire for working of Trains at the station (SWR). or additions thereto. shall mean components.MANUAL OF SPECIFICATIONS AND STANDARDS Service Service Affecting Failure Spares Specifications and Standards shall mean the metro railway service available for the use of fare paying passengers. shall refer to the Train halt time at stations counted from wheel stop to wheel start. shall mean all the tests necessary to determine the completion of Rail System in accordance with the provisions of the Concession Agreement. assemblies or sub assemblies. capacity and requirements for the Rail System. such as signal masts. sign boards etc. as determined by the Train Control System and civil speed. shall mean a failure which causes a delay to Train Services. prior to use by him. which are used to replace items in operational use. shall mean the additional rail mounted on insulators to the outside of and slightly higher than the running rails carrying power at high potential to be collected by Train through shoes attached to the Bogies. and any modifications thereof.
shall mean the system which provides electric power for movement of Trains. This time does not include any layover time at the termini. shall mean the track supporting structure (and includes elevated guideway structure) and rail bearers/plinth beams as applied to ballastless track and excludes rails and fastenings.DEFINITIONS Ticket Office Machines (TOMs) Ticket Vending Machines (TVMs) Total Fire Load Track circuits shall mean the equipment or devices used by Rail system officials to issue tickets at stations. Track form Track Gauge or Gauge Track Recording Car Traction System Track work Train Train Operator (TO) Transition curve Traction Substation Trip Time Trouble Shooting Manual 17 . shall refer to the means by which the passage of Trains is detected and the information is used to control signals provided to control safe passage of Trains. shall mean the equipment or devices where passengers can get valid travel ticket for their journey. shall refer to the manual giving step-by-step procedure to determine the cause for a given problem and then selecting the quickest way to solve that problem. Instrumented rail cars operated on the Rail System to have a continuous record of the track geometry under loaded conditions. shall refer to the person in the cab in control of Train operation. with pre-determined dwell times at each intermediate Station.1. shall mean a series of railway Coaches that is hauled as a single unit by a locomotive or by integral motors for transporting users on the Rail System and includes a single Coach. shall mean the distance between the inner faces of the head of rails of a railway track measured 14mm below top of rails. shall mean a sub-system of traction power supply which provides operational power supply to the Trains via third rail and receives return current via running rail. shall mean a curve connecting sections of track laid to different radii. shall mean the time for a Train to travel from one terminal to the opposite terminal on the same line. shall mean the Permanent Way system as defined in paragraph 3.2 of this Manual. shall mean the total heat energy of all combustibles available.
Others 18 . shall mean a track which is curved in elevation. Any capitalized term used herein not specifically defined shall have the meaning ascribed to such term in the Concession Agreement. devices and systems that are necessary for the safe operation of the Rail system. which is used for re-profiling the steel wheels of rail Coaches while the wheels remain in-situ under the Coach.MANUAL OF SPECIFICATIONS AND STANDARDS Under-floor Wheel Re-profiling Machine Vertical curve Very High Voltage Vital Working Instructions Works shall mean a machine. shall be as defined in Indian Electricity Rules. materials and equipment to be fitted into the stations and structures that are necessary to implement the Operation and Maintenance requirements. shall refer to any and all such equipment. shall mean instructions issued by the Concessionaire for safe working of the system. shall refer to all labour.
Chapter 1 General Technical Requirements .
International Standards Organization (ISO). United States of America. the following codes shall have overriding priority in the order listed: 21 .1. investigations and designs. standards and specifications applicable for design of the components of the Rail System and for its operation and maintenance are: (i) (ii) (iii) (iv) (v) (vi) NFPA–130 – ‘Standard for Fixed Guideway – Transit and Passenger Rail System’.Chapter 1 General Technical Requirements 1. that in the event of any such conflict. Indian Railway Standards (IRS). and (xii) Any other standards referred to in this Manual. the Concessionaire shall be at liberty to rely on one of the aforesaid codes and on Good Industry Practice. operated and maintained during the Concession Period by the Concessionaire as per the Specifications and Standards set forth herein. liabilities or obligations arising out of or in relation to such surveys. The codes. (ix) (x) (xi) German Standards (DN). investigations and detailed designs in accordance with Good Industry Practice and shall have no claim against the Government for any loss. Indian Roads Congress (IRC). The Rail System shall be constructed. European Norm (EN). In the event of conflict between standards and specifications prescribed in two or more of the aforesaid codes. AIS. risks.1 1. 1. The Rail System shall conform to the design requirements set out in this Manual which are the minimum prescribed. completed. Japanese Industrial Standards (JIS).3 (vii) British Standards (BS). AAR. (viii) Indian Standards (IS). damage.1. provided however.1 General The Scope of Work shall be as defined in the Concession Agreement. costs.1. The Concessionaire shall be solely responsible for undertaking all the surveys. International Electro Technical Commission Standards (IEC).2 1.
which have been published at least 60 (sixty) days before the last date of bid submission shall be considered applicable. the major requirements of the Rail System are that it shall be: (i) (ii) (iii) (iv) (v) Safe. To the extent specific provisions for building works are made in this Manual. 1.1. and stipulations of fire service department. relevant published standards of UIC. In case of any conflict or inconsistency with the provisions of the applicable codes listed in Para 1.3 above and the provisions contained in this Manual. all statutory requirements. All items of building works shall conform to the standards specified in the National Building Code (NBC) and the relevant codes issued by BIS. the provisions contained in this Manual shall apply. The Concessionaire may adopt alternative internationally recognised codes. OCC. standards and specifications. the same shall prevail over the NBC/BIS codes. EN. guideway structures. For this purpose. 1.7 1. adapted to local climate.5 1.6 1.3 System Performance Requirements From the point of view of system performance. building works shall be deemed to include station buildings.1. landscape elements and/or any other works incidental to the building works. The design of the Rail System shall also conform to: (i) (ii) (iii) (iv) Local building bye-laws. 22 . The latest version of the aforesaid codes.1.2 Alternative Standards and Specifications The requirements listed in this Manual are the minimum. and British Standards.4 Specifications and Standards set out in this Manual. NFPA 130. Depot and workshop.MANUAL OF SPECIFICATIONS AND STANDARDS (i) (ii) (iii) (iv) 1. integrated to its environment. standards and specifications if it can demonstrate to the IE that such alternative is superior or more pertinent to the Project than the standards specified in this Manual. buildings housing Project Facilities.1. inclusive of protective measures against storms and other local climatic conditions. traffic integration works.1. guidelines and directives. made of proven technologies and/or processes.
provide adequate interchange facilities including parking and pedestrian facilities.1 1. where specific standards or specifications are prescribed in relation to any of the foregoing. Engineering Philosophy and Requirements System designs and equipment shall have been proven in service. (vii) reliable. Depot. as indicated in the provisions of the Concession Agreement.4.4 1. minimize visual intrusion and noise pollution. the Concessionaire shall comply.1 General Technical Requirements of the Rail System The Rail System shall be designed to: (i) (ii) (iii) (iv) (v) Handle the user demand efficiently. and accessible to general public including the physically challenged.3 1.5. power supply system. (ix) (x) (xi) comfortable. Engineering and System Design The Concessionaire shall submit its engineering design for review and comments of the IE.2 1. simulation reports. The as-built drawings shall be dimensioned and sufficiently detailed to support any modifications to the constructed works and extensions to the Rail System. 1. and meet the performance requirements and the Key Performance Indicators laid down in the Concession Agreement. (viii) efficient. aesthetic.5. In addition to the engineering design submittals. 1.5. All systems and equipment to be used for the Rail System shall be designed taking into account the local climatic conditions.6. Notwithstanding the generality of the foregoing.5 1. which represent the final constructed works. 1. calculations and assumptions. minimize impact on road users including pedestrians and cyclists. signalling system. specifications. at the minimum with such standards and/or specifications.2 All parts of the Rail System.1 23 .GENERAL TECHNICAL REQUIREMENTS (vi) earthquake resistant. track gradients in Station yards.4. control and information facilities shall be designed to cater to future demand in capacity and number of Coaches. particularly the Stations.6 1. the Concessionaire shall submit all drawings.
to enable the IE to have a complete understanding of the detailed design of the system arrangements. interface management plan. Full access to the application software shall be provided for this purpose. to enable the IE to have a complete understanding of the equipment and system arrangements. “off the shelf” software. The latest version of software and documentation for use during operation and maintenance training shall be provided. details of signals and interpretations. including all available documentation for the application and maintenance of that software. corrosive conditions. if required. RAMs management plan. Design. and the effects of lightning strikes. Adequate margin shall be built into the engineering to protect against high ambient temperatures. seasonal humidity. flow charts.MANUAL OF SPECIFICATIONS AND STANDARDS 1. The submission shall also include standards. Complete documentation along with the software shall comprise of signal flow diagram. calculations and assumptions.6. functional blocks.4 1. drawings and documents The Concessionaire shall submit his engineering systems design for review and comments by the IE. software programmes and third party co-ordination arrangements.6. Detailed engineering submission shall include the detailed design drawings and software programmes for each sub system. so as to enable debugging and system level modifications. The sub-systems and equipment proposed to be utilized by the Concessionaire shall have been in revenue service with at least two metro railway systems and shall have established performance reliability over a minimum period of two years.5 1. as follows: (i) The initial engineering submission shall include the outline design and equipment specifications for each system. Any hardware tool required for this purpose shall also be supplied. systems assurance plans. Prevailing at the Site.3 1. etc. EMC management plan. within the last ten years.2 The Concessionaire shall develop the engineering based on the Specifications and Standards and in accordance with Good Industry Practice. The engineering with all technical data and calculations relating to equipment shall be submitted to the IE for its review and comments on the quality and reliability of the equipment to be procured.7 (ii) (iii) 24 .6.The documentation of software shall be supplied at the time of Commercial Operation Date 1. quality assurance plans. For commercial software the Concessionaire shall provide the software.6. full access to application software(s) and any other software/hardware tools including source code which may be specifically required for the intended purpose indicated in these specifications shall be provided. With the exception of commercial.
8. which list shall be updated periodically during the Concession Period.9 1.9.1 1. 1.9. as indicated above and documentation shall be provided on a CD-ROM in a format compatible with the computing equipment supplied.8 1. or to any higher standards.8. All software. Components critical for safety shall be ‘fail safe’ or ‘checked redundant’. The quality plan shall also cover fully all quality assurance and quality management aspects of the operation and maintenance of the Rail System. availability and maintainability shall conform to EN 50126. installation and servicing. There shall be an efficient means of recovery from all failures. All software shall be compatible with latest version of operating software and shall also have upward compatibility. Availability and Maintainability General The Concessionaire shall design the Rail System with a high degree of reliability and availability in order to provide a dependable service for the public. and shall conform to EN ISO 9001:2000 – Model for quality assurance in design/development. The quality assurance programme and plan shall be implemented during the entire Concession Period.4 25 . The system safety plan shall identify and list safety critical components.2 The Concessionaire shall develop RAM targets both for the complete system and for the major elements of the E&M equipment such that it will provide a high level of dependability.9.3 1.1 Quality Assurance The Concessionaire shall develop and maintain a quality assurance system for design. and downloading of faults and any other information required for trouble shooting and diagnostic purpose. Reliability. 1.2 1. The optimization of the system with respect to reliability. Reliability of electronic components shall conform to IEC 61709. The plan for reliability. availability and maintainability must be planned and must form an integrated element of the project from its inception throughout the Concession Period. 1. which are foreseeable by an operator acting in accordance with Good Industry Practice.GENERAL TECHNICAL REQUIREMENTS (COD).9. Diagnostic tools to be provided shall include all hardware/software required for the purpose of: (i) (ii) Uploading/downloading of all softwares used in the system/subsystems. installation and construction procedures and the interfaces between them.
11 1.11. if any. test. 1. All failures identified as potential hazards shall be recorded in hazard files to be maintained by the Concessionaire and kept updated.11. 26 . installation. the operating frequency of E&M equipment shall be compatible with any frequency already in use for existing operating systems in the zone of influence of the Rail System.11.1 EMC Engineering The Concessionaire shall ensure that all electrical and electronic apparatus are engineered and constructed to operate without degradation of quality. activities. commissioning and operation and maintenance of the Rail System in consultation with the IE. all equipments and systems are designed to cater for high magnetic and electric fields likely in the vicinity of traction and power supply systems and due to high voltage power supply cables running near the track and Stations.11. The quality measures of hazard severity and risk acceptance shall conform to EN 50126 or a higher standard.2 (ii) (iii) (iv) (v) (vi) 1. traction and power supplies and lightning.1 1. The EMC Management Plan shall assure that: (i) All equipments and systems are designed to withstand power supply surges. interferences and transients caused by lighting circuits. and the system shall comply with relevant national and international standards with respect to electro magnetic compatibility.1. and means of control for the engineering processes and the EMC submissions (EMC management plan).2.10 Safety Engineering The Concessionaire shall prepare a system safety plan covering the engineering. local rules and regulations and stipulations of local fire authorities. shall demonstrate compliance with the Concession Agreement. The safety goals shall be in accordance with the NFPA safety guidelines. by the IE. performance or loss of function and data in the electromagnetic environment of the Project. supply. construction. E&M equipment shall be provided with shielding and filtering against any conducted or radiated interferences.MANUAL OF SPECIFICATIONS AND STANDARDS 1.1 Electromagnetic Compatibility (EMC) Assurances EMC Management Plan The Concessionaire shall prepare and submit for review and comments. the E&M equipment shall have electro magnetic compatibility with each other and shall be protected by providing anti-surge devices and other protective devices to protect them against such effects.1.2 1. 1. an EMC management plan which shall define the EMC philosophy.11. fabrication.
Any shortcomings in achieving EMC shall be made known to the IE immediately and recommendations for corrective action formulated and implemented. The Concessionaire shall identify all components to be tested. 1.11.3 1.3.11. EMC Testing EMC type testing shall be carried out on all equipment identified in the engineering stage which requires attention regarding EMC.6 1. define the test procedure and provide verification levels and pass marks which must be achieved. The Concessionaire shall identify all component failure modes and produce evidence that any component failure shall not cause an unsafe operation.2. The Concessionaire shall ensure that the electromagnetic emissions and susceptor equipment requirements do not cause or suffer unsafe or unreliable interferences between equipment under normal and abnormal traffic working scenarios. EMC considerations shall be incorporated in the Concessionaire’s procedures for functional safety and engineering verification. Where theoretical analysis is deemed necessary. The Concessionaire shall prepare and submit to the IE for review and comments. environment. specify the interval between routine tests.4 18.104.22.168.3 1.11.2 The Concessionaire shall comply with the requirements of the international standards EN 50121-1/-/5 Railway Applications – Electromagnetic Compatibility.11.1 1. These shall include all EMC tests to be completed. The engineering shall ensure that any electromagnetic interference emissions introduced into the environment do not exceed that determined for the EMC management plan. if any. the Concessionaire shall demonstrate by theoretical analysis and related Tests that the engineering of the electrical and electronic systems is fully compliant with the EMC requirements identified in the EMC Plan. The Concessionaire shall state clearly in the documentation. and all possible component failure modes.2.11. the Concessionaire shall detail the process and methods used for verification and validation of any simulation models used in support of the analysis.2 27 . all the assumptions made and parameters used in the analysis.GENERAL TECHNICAL REQUIREMENTS 22.214.171.124. Tests to be conducted shall include but not be limited to satisfying the requirements of the standards listed.The Concessionaire shall carry out proof testing of circuit components. ageing. reports of the verification and validation of the models. the analysis shall assume that the component has failed.5 1. 2003 and related standards and the IEC 61000 series for Electromagnetic Compatibility. In the circuit analysis.2. In respect of engineering documentation. If any component can exist in a dormant failure mode. or equivalent standards. calculations shall be made for all component tolerance effects due to manufacture.
4 of the Concession Agreement shall apply mutatis mutandis to this Manual. if any. and the arrangement for traffic during construction shall conform to the requirements of Clause 112 of Specifications for Road and Bridge Works (Third Edition) issued by MOSRTH. equipment and flag men etc as required in accordance with IRC: SP: 55. 1.13 Testing The Concessionaire shall set up adequately equipped field laboratories for testing of materials and finished products.14 Review and Comments by the IE In cases where the Concessionaire is required to send any drawings or documents to the IE for review and comments. it shall duly consider such comments in accordance with the Concession Agreement and Good Industry Practice for taking appropriate action thereon. Terms or words not defined in this Manual or the Concession Agreement shall be governed by the definitions contained in the applicable Specifications and Standards.MANUAL OF SPECIFICATIONS AND STANDARDS 1. traffic signs and markings.1 The rules of interpretation as specified in Clause 1. 1. traffic diversion or maintenance operations. 1. arrangements for adequate lighting.15 Definitions and Interpretation All the obligations of the Concessionaire arising out of the provisions of this Manual shall be discharged in a manner that conforms to the provisions of the Concession Agreement.15.2.2 28 . The Concessionaire shall communicate the arrangements for safety of traffic and workers during construction to the IE for review and comments. 1. the Concessionaire shall first work out a plan to ensure the following: (i) (ii) (iii) Safety of traffic during the period of construction and the reduction of potential delays to road users. The Concessionaire shall furnish and erect the barricades. 1. safety of the workers engaged in construction. The definitions contained in the Concession Agreement shall apply to the provisions of this Manual unless the context otherwise requires.12 Safety of Traffic and Workers Before taking up any construction.3 and 1.15. It shall make necessary arrangements for such Tests for which facilities at Site laboratories are not available. 1. and in the event such comments are received by the Concessionaire.
Chapter 2 Rolling Stock .
1. of high technological standard.2 2. lightweight and elegant. testing. The Rolling Stock shall fulfil the conditions as per UIC 512 for smooth operation of track circuits and treadles.1.8 2.1.9 126.96.36.199 2.1. and traction current collection equipment so that all Trains will be capable of being driven manually under ATP supervision.1.3 The type of Rolling Stock proposed. The Rolling Stock shall be safe to operate under all climatic conditions in the operating environment without damage. operation and maintenance.4 The Rolling Stock shall be fitted with ATC. shall be in operation successfully on two comparable metros for at least two years in the immediately preceding ten years.5 2.6 2. commissioning.1. The Train design shall be: (i) (ii) (iii) (iv) Safe.Chapter 2 Rolling Stock 2. 2.1 General This section lays down the technical and performance requirements of the Rolling Stock covering its design. and also under all operating conditions.10 31 . 2.1 2. The Rolling Stock shall be compatible with the traction supply system and shall be designed to operate safely in the range of voltage of the power supply. The speed control system should meet operational safety in normal operation and should behave satisfactorily in abnormal situations. efficient and reliable for operation. and of modular design.1. The Rolling Stock shall be designed in a manner such that the ATO can be introduced within a year of starting operations. 2.1. Trains should have adequate access and egress doors for dealing with the heaviest User demand. manufacture. The design features of the Rolling Stock shall be compatible with all other systems utilised in the Rail System. The basic architecture of the Train shall be determined to meet the operational requirements.
14 The noise emitted by the Coach on run shall be governed by BS EN ISO 3095:2005 – ‘Railway applications – Acoustics – Measurement of noise emitted by rail-borne vehicle’ or equivalent standard.11 The interiors should be designed to provide a safe and convenient environment for Users and should minimise harm in case of an Emergency or accident. Coaches shall have adequate margin of safety against: (i) (ii) Derailment. with standing capacity in the free standing space of: (i) (ii) (iii) 4 persons per square meter for normal load. 188.8.131.52.2 2. Rolling Stock safety systems shall conform to IEC 62278 and IEC 61508. The Rolling Stock must be able to operate irrespective of weather conditions and the temperature inside the Train parked in the sun.2. and 8 persons per square meter for crush load.16 2.1.2 2.1 2. Performance Requirements General Criteria Design axle load shall be based on Coach design.1.3 The User capacity of Coach for all normal and degraded performance requirements shall be based on all seats full.1. and 8 per square meter for other designs.17 2. All important diagnostic information with fault correction instruction shall be displayed on the TO’s VDU. Mechanical design of Coaches shall provide for dense crush load standing User density of 10 per square meter with all fixed seats occupied. 6 persons per square meter for maximum load. The diagnostic system shall provide for carrying out other diagnostic investigations by connecting a portable PC to the system.13 2. and overturning.MANUAL OF SPECIFICATIONS AND STANDARDS 2.1.1 2.2. 2.12 2.1. The Rolling Stock should be designed for minimum risk of fire and with adequate Emergency egress in case of fire.2.1.15 2. 32 . The safety of the Rolling Stock shall be verified by Tests before commencement of commercial service. The Tests and demonstration methodology shall be defined by the Concessionaire in consultation with the IE. The Train shall have the latest microprocessor based integrated diagnostic system.2.1.
An empty Train shall be capable of assisting a failed Train of similar consist. Coded Mode. (i) (ii) (iii) (b) Service acceleration rate of change of acceleration service deceleration 1. to enable the defective Train to be removed from service. when operating at traction supply voltages from minimum to maximum working voltages.2. with brakes released on the failed Train.3 Performance requirements of Train Service (a) The Train shall be compliant with the operational requirements at a crush load of 8 Users per square meter with any degree of wheel wear and track conditions within the design criteria. 0. The Train shall be capable of sustaining a maximum service speed of 80 kmph with ATP on track with curve of radius 300 m and flatter for the designed Train formations.7 m per second3.4 Train Operating Modes The Trains shall be equipped with ATC equipment and Train operator controls to operate the train in the following modes: (i) (ii) (iii) Automatic Mode. only one Bogie shall be isolated. (c) (d) (e) 2.2 m. a Train shall be able to complete its journey to destination without incurring a delay of more than five minutes.2. and 1. In the event of failure of one motor Coach. The assisting Train shall be capable of starting and running up the worst grade/curve combination specified for the main line at a minimum speed of 20 kmph. from rail level. 33 . The following performance requirements shall be the minimum standards that the Concessionaire shall conform to. The height of Coach.2 Dynamic Profile The width of Coach shall not exceed 3. Restricted Mode. with a total loss of traction on the failed Train and all brakes released on the failed Train. the Train shall be able to complete its journey up to a Station having berthing facility or to the Depot to permit normal Train operation on the route.ROLLING STOCK 2.0 m. shall not exceed 4. 2. for all loading conditions of the failed Train.2 m per second2.0 m per second2. In case of failure of one converter.2. The capacity of traction motors and combinations of powered and nonpowered Coaches shall be so designed that in the event of failure of one Bogie.
All couplers shall have crash worthiness features.5 34 . Buffers provided between vehicles should resist buffer locking.3.3. Platform stops The Train control equipment in interface with ATC equipment should ensure that Trains stop within 500 mm of the designed stopping position.1 Coach Design Requirements Coach Body Coach body shall be lightweight and corrosion resistant.5.4 2.3 2. Manual over ride provision shall be made to correct the door opening in case doors on the non platform side are to be opened.3.2.MANUAL OF SPECIFICATIONS AND STANDARDS (iv) (v) 2. This equipment shall monitor all operationally critical equipment and notify disturbance to its normal working and record failures. The body panelling should have resistance to the tractive and braking effort as well as impact and accidental damage.1.3. Where dissimilar materials are used.2 An emergency stop facility shall be provided on the TO’s console in a prominent position. Operating events shall be recorded to enable analysis of unplanned events.6 184.108.40.206. 2. The Coach body may be of austenitic stainless steel or aluminium. and Wash Mode. Anti-climbing devices shall be provided on headstock of all Coaches and shall remain fully engaged and operational under the action of vertical shear loads (upwards or downwards) equal to half the crush loaded condition 2.5 2.3. The Coach body shall conform to ‘EN 12663:2000 – Railway applications – Structural requirements of railway vehicle bodies’ or any other standard as applicable to Coaches of an urban rail transport system Category P-III with increased end sill compression load of 1200 kN. The Train equipment shall ensure that doors of cars on the platform side only open. The outer most ends of the end Coaches shall be provided with automatic couplers with simultaneous automatic connection of pneumatic pipes and electrical connection and the Inter-coach coupler shall be semi-automatic type. 2.1.3 2.1.2. Buffers and draw gear systems should resist over riding and relative rotation to keep vehicles upright.1 Yard Mode.1. Train Diagnostic Equipment The Concessionaire shall propose microprocessor based Train diagnostic equipment. measures shall be provided to mitigate corrosion in the body due to electrolytic action.2.1 2.1.2 2.
3.1. with the maximum pitch being about 6.13 (a) All windows shall be sealed. 35 .3.3.1. The glazing should have resistance to breakage and should minimise danger on breakage.12 Provision shall be made for Users to open Train doors to permit evacuation from a stopped Train in an Emergency.1. The free passing through height of open doors shall be 1900 mm minimum. visual door open indication. The door mechanism shall have safety provision whereby the Train cannot start unless all doors have been closed and electrically locked.3. The door pitch shall be approximately equally spaced over the length of the Train. door closing warning by audible and flashing light indication. The doors shall be vibration free and insulated against heat and sound transmission. exterior sliding bi parting doors.1. especially from objects hitting it. 2. The strength of the sliding doors shall be as per EN 14752 and the doors shall be able to resist the loads without deformation or damage. monitoring from the driver’s cab. the resultant damages shall be restricted to couplers and anti-climbing devices. In the event of a crash.8 2. The doors shall be as light and rigid as possible. internal and external release.0 m.10 The exterior doors shall be designed so as to retain the Users during all service conditions and shall minimise risk in the event of an accident. taking into account the speed of the Train.1.7 2. and door status indication on TO’s VDU.3. 2.11 2.6 Each Coach shall have minimum of 8 electrically powered.3. 2.9 2.1. The number and width of doors shall enable short stopping dwell times. Any ingressed water shall drain rapidly without affecting surrounding equipment or systems. The exterior glazing should withstand aero dynamic forces. The doors shall have following additional safety features: (i) (ii) (iii) (iv) (v) (vi) Obstacle detection and preventing the Train from starting in case of obstruction. 4 on each body side. The doors shall be sealed against draughts and water.1. The doors shall have correct side door enabling provision which detects if the Train is correctly located in the platform halting position and thereafter allows door actuation on the platform side of the Train.1.3. conforming to EN 14752. toughened and laminated glass to the appropriate standard. 2.ROLLING STOCK vehicle weight. The minimum door width shall be 1400 mm. flush with the exterior of the Coach and shall normally be provided with double-glazed.3.
4. facing towards the centre line of the Coach.8 36 .2 2. current location 2. Contrasting colour shall be used for improved visibility for visually impaired persons.7 2.2.1. Coach Interior Nominal clear height inside the Coach shall be 2100 mm.3.1 2.14 The Coach shall have a wide gangway connecting to the adjoining Coaches excluding the TO cab. The Coach body should be capable of withstanding the loads during the lifting and maintenance. leaving leg space for a sitting User on longitudinal seats. roof and skirt can be cleaned spotlessly by an automatic coach washing plant. 2.MANUAL OF SPECIFICATIONS AND STANDARDS (b) (c) Single glazed windows are acceptable if it is established that their performance meets the requirements. Flooring material shall be the one that meets or exceeds the skid resistance requirements of SATRA test TM 144 or equivalent with a coefficient of friction of at least 0.3.16 2. the location of the space for wheel chair shall be indicated. The Coach shall have comfortable longitudinal seats of stainless steel / aluminium. 8 single sided electronic route maps. The gangways shall be completely weather proof. The outside contour of the Coach shall be such that the entire surface of sidewalls.2. (a) In each Coach. The gangway width shall cover the inside width of the Coach. two on each side. and shall be skid resistant when wet.3. These should be opened only by TO or trained staff.3.2. Interior shall have colour design to have maximum visibility.1. Grab pillars/rails and grab handle shall have bright colour. The lifting and jacking points should be marked with warning regarding any limitations.2.6 2. Facility should be provided for lifting the Coach for both normal and Emergency situations.220.127.116.11. Width of seats shall be 450 mm. 2.3 Each end Coach of the Trains shall have space for one wheel chair and wheel chair restraint with a grab rail next to it.4 2. The floor of the Coach shall be at level with the platform (-0 / + 30 mm). On the outside of the Coach.3.1.15 2. These shall show direction of travel.1. The seats shall be designed to prevent slipping when the Train accelerates and decelerates.3. Five percent of the seats shall be designated for disabled persons. It shall be at the same location in all the Coaches. Each Coach shall have emergency ventilation windows.3. with electronic flash light shall be provided above the seats.2 2. This space shall be near the door.3.3.17 2.3. draught proof and vandalism proof.2.2.5 2.2.
13 2. (b) Besides the electronic route map.16 37 . Emergency buttons and talk back phones shall be located near all the doors and gangways. 2.3. Electric lighting shall be of similar or equivalent performance to EN 13272:2001 – ‘Railway application – Electrical lighting for Rolling Stock in public transport systems’ as applicable to urban rail transport systems. 2.3. the illumination shall be not less than 200 lux at the floor of the Coach and not less than 300 lux at seating positions.11 2. and any other important information in Telugu and English. a printed map showing the whole metro system shall be displayed at a minimum of 4 locations in each Coach. fluorescent lamps or compact fluorescent lamps shall be used. The TO shall be able to have a full view of each Coach on his VDU. warnings etc. These announcements shall be in two languages. The Coach shall be provided with Emergency announcement system.. of vandalism proof design. In case of need.2. Headlight and side marker lights in driving motor Coach shall conform to latest International Standards.3.3.14 2. 2003 edition – ‘Standard for Fixed Guideway – Transit and Passenger Rail Systems’. viz. A record of the video image of each camera in the Coach shall be maintained for half an hour cycle. For lighting the interior of the Coach. The Train/Coach shall have provision of pre-recorded or synthesized voice recorded system to announce the name of the next arriving station or any other general announcement. In the event of failure of main power supply.12 2. they shall be powered from standby batteries of sufficient capacity to maintain the emergency lights (50 percent of the lights) and all exterior lights for one hour.15 The Coach interior shall have resistance to fire and conform to NFPA-130. Telugu and English.2.2. including at least one above each gangway to cover over 90% of the plan area of the Coach.3.2. TO shall be able to connect the camera view to the OCC. adequate number of video cameras shall be provided.ROLLING STOCK of the Train and next station. directly from the OCC. These shall be in a niche so as not to cause injury to people.3. During night.2. shall be displayed at least at 4 locations inside the Coach.. 2. For video surveillance. The total fire load above and below the floor shall be minimized to 28000 Million Joules. through radio.2.9 All permanent notices.2. User and Train crew compartments shall be provided with two dry powder type or other appropriate fire extinguishers located near the gangways.3.2. The Coach shall have two-way communication between Users and the TO in an Emergency.3.10 2.
3. Environmental conditions for the equipment on board the Coach shall conform to EN 50125-1. Interior temperature shall be 25°C and relative humidity 60% for temperature up to 35°C.3. For ambient temperature above 35°C. people should be shielded from the effects of such materials. roof mounted and of low power consumption.1 2.21 2.3.4 2. For the Train Operator’s cabin. The units shall be compact.2 2. including the TO’s cab.3. A separate supply air duct system shall be provided for TO’s cab and another for the Coach.3 38 . the interior temperature shall be kept 10°C below the ambient temperature.3 2. graffiti and detergents. The TO cab shall have full front view. protection in the event of an accident and impact with objects.17 Materials selected especially for internal fixtures.20 2.2. frequent door opening and high User density. shall be air-conditioned with minimum two air-conditioning units in each Coach. The air-conditioning system shall provide a high rate of renewed air. Ventilation and Air conditioning The Coach.19 2.MANUAL OF SPECIFICATIONS AND STANDARDS 18.104.22.168. Materials that an operator acting in accordance with Good Industry Practice should have known to have hazardous properties should not be used.2 2.3. fittings.3. Air-conditioning in Coaches shall conform to EN 14750 or equivalent and to internationally accepted standards and practices.3.3.3. In the event of failure of air-conditioning unit/units.3.3. the interior temperature shall be kept at 23°C.22.214.171.124. A folding seat shall be provided in the cab for inspecting officials.3. furniture and decorations shall be the ones which will minimise the risk of fire and the spread and effects of fire.3.18 2.2. Where it is unavoidable to use such materials.3.4 2.3. 2.4.1 2. maintenance of constant temperature and take into account.3. All electrical circuits should be fused or otherwise protected to avoid danger from overheating or arcing. TO’s seat should be fully adjustable to allow him to take a comfortable position in relation to the controls and view of the signals. Material used for interior of a Coach shall be resistant to scratching. TO’s Cab The cab ends shall be designed to give the TO and others inside the cab.3 2. harmful quantities of the refrigerant should not be released inside the compartment and there shall be an arrangement for forced ventilation of the Coach/Coaches.
The TO’s cab shall be provided with continuous communication with OCC.126.96.36.199.5 2.8 2.3. The TO’s cab shall have space for all equipment needed.3. The structural design of the Bogie frame shall conform to BS EN 13749: 2005 –‘Railway applications – method of specifying structural requirements of bogie frame’ or equivalent standard.5. vibration and noise. 2. The Bogies shall have self air cooled asynchronous three phase AC motors suitable for IGBT based VVVF traction system.4.3.5. The Bogies of powered Coaches (Driving Motor and Motor Coaches) shall be of similar performance as BS EN 13104:2001 – ‘Railway applications – Wheel sets and bogies – Powered axle design method’ or UIC 615-4 Motive Power Units – Bogie and running gear – Bogie frame structural strength test’.188.8.131.52.3. Automatic Train Operation (ATO) shall be provided within one year of COD.4 184.108.40.206.4.6 2. Wheel sets shall be of similar performance as EN 13260: 2003 – Railway applications – Wheel set and bogies – wheel sets – Product requirements’ or equivalent standard. Wheels shall be of similar performance as to BS EN 13262:2003 – ‘Railway applications – wheel sets and bogies – wheels – Product requirements or equivalent.3.3.5. The suspension shall give a low transmissibility of vibration to the Bogie and the car body and shall minimise impact. The Bogies shall have independent brake cylinder for each wheel.3.4. The diagnostic information shall be displayed on the TO’s VDU. There shall be provision for cab signalling.7 2. The Train operation shall be under Automatic Train Control (ATC) including Automatic Train Protection (ATP) and Automatic Train Supervision (ATS).3.5 2.9 2.5.2 2.4 The cab shall be spacious and the layout shall be ergonomically designed with all controls within the reach of the TO sitting on his seat.3 2. Suspension characteristics shall be selected so as to avoid resonance.4.1 2.ROLLING STOCK 2. Bogie The Bogies shall be of proven design and shall provide the required riding comfort.5 2. The Coach shall be equipped with a microprocessor based diagnostic system.6 2. Data recorder should be fitted in the cab.3.5. as set out in paragraph 2.5.7 39 . The Bogies of non-powered Coaches (Trailer Coaches) shall be of similar performance as BS EN 13103:2001 – ‘railway applications – wheel sets and bogies – non-powered axle design method’ or UIC 515-4 ‘Passenger rolling stock – Trailer bogies – Running gear – bogie frame structural strength test’.
1 of ORE Report C 116 using FFT method (Fast Fourier Transform method) and UK 513 E-Guidelines for evaluating passenger comfort in relation to vibration in railway vehicles.5. Two leading Bogies of front Coaches of a Train shall be provided with wheel flange lubricators.8 Bogie suspension design shall be able to provide accurate load/weight signal which can be used to modify acceleration and braking of multiple unit Trains. The Sperling Ride Index (RI) of the Coach under all loading conditions.5. and loading. when travelling throughout the range of operating speeds and cant deficiencies prevailing in normal passenger service for the service life of all suspension components shall not exceed 2.5. equivalent conicity. The suspension system should prevent excessive forces transmitted by wheels leading to track damage/derailment and/or unloading of wheels leading to risk of derailment.9 2.3. All vehicles in the Train shall be dynamically stable throughout the speed range upto 110% of the maximum Train speed. vehicle speed. co-efficient of friction.3.MANUAL OF SPECIFICATIONS AND STANDARDS 2. at all permitted combinations of track condition. the flange lubricators on this Bogie shall automatically switch off.3.15 2.5. The diameter of the wheel shall conform to track stress calculations.16 40 .5. The Bogie should be capable of safe operation keeping the damping values positive. The profile of the wheel shall be so designed as to minimise flange contact and for minimum wear of wheel and rail with a view to having long interval between wheel re-profiling.5.75 in both vertical and horizontal directions in inflated condition and 3.5.11 2. The oscillation trial shall be conducted with tare and fully loaded cars in both inflated and deflated conditions up to maximum design speed plus 10 kmph starting from 40 kmph in the incremental order of 10 kmph for inflated conditions and up to 70 kmph for deflated condition. The ride quality of the Coach shall conform to EN 2631-Part 4. The axle load and wheel diameter shall be such that the resultant shear stress induced in the rail head does not exceed the permissible limits.5.10 2. The axle yaw stiffness and the rotational resistance of the 2. The Bogie shall be compatible with the track. The Bogie stability Tests shall be carried out in accordance with the requirements of UIC 515.14 2. When a leading Bogie becomes a trailing Bogie. 2. The RI calculations shall be done as per para 2.0 in deflated condition. Wheel sets shall be in accordance with BS5892-6.13 2. maintenance condition.220.127.116.11. operating conditions.3.3.12 The dimensions and properties of the wheel set shall be suitable for the operating duties required by the track circuits. BS EN 13103 and BS EN 13104 and shall be designed to have an infinite fatigue life. on change of direction of motion.3.
fail safe emergency pneumatic brakes.1 Brake System Braking should be provided on all Coaches and must be continuous and automatic throughout the Train.7 2.3.5 2. the use of pneumatic brake being limited to the lower speed range when the electro dynamic brake effort is insufficient. The complete brake system shall be of similar performance as EN 134521:2003 – ‘Railway application – Braking – Mass transit brake system performance requirements’ or equivalent standard.9 41 . ATP equipment shall interface with the braking system.3.6.3. the speed of the Train shall be controlled. 2. pneumatic release parking brakes. and spring applied. There shall be smooth blending of electropneumatic brakes and regenerative brakes.6 2.3.6. The brake system shall provide for automatic wheel slip–slide protection. Continuous automatic brakes should inhibit traction power when applied. 2.ROLLING STOCK complete Bogie shall be such that lateral flange forces generated when negotiating the track Alignments shall not cause excessive rail wear and flange wear.3. for an unlimited time.6.3. It should be possible to apply Emergency Brake from the TO’s control position.3. The Train braking system shall be compatible with the signalling system.6.6.3. Train shall be proven to be complete in all respects before Emergency Brake can be released. If a door opens when a Train is in motion.6. the electro dynamic brake is preferred.6 2.2 (b) (c) 2. The Emergency braking system should be designed to optimise the Train retardation and should not be degraded by wheel slide protection equipment if provided. electro-pneumatic (EP) service friction brakes (with axle/wheel disc brakes). The brake system shall comprise the following types of brakes: (i) (ii) (iii) (iv) 2. but shall be sufficient to obviate Bogie and wheel set hunting. Emergency Brake shall be applied to bring the Train to a standstill.8 2. 18.104.22.168.3.3 (a) Electric regenerative service brakes. In the event of loss of ATP.4 For the service brake.6. The parking brake shall be automatic and shall be designed to hold a fully loaded Train (10 Users per sq m) on the steepest gradient of the Rail System in the worst anticipated wind condition at that location.
42 .22.214.171.124. Means shall be provided to isolate locally each traction equipment in the Train.MANUAL OF SPECIFICATIONS AND STANDARDS 2.2 2.6 2.1 Electric Propulsion System Powered Coaches shall be provided with IGBT based VVVF traction system. Current Collection System The current collection equipment shall conform to DIN 43263 and DIN 432126.96.36.199 2. The shoe gear shall: (i) (ii) (iii) Operate with the thermal rating of power supply. satisfying the following requirements. and provide for a mechanism whereby the shoe is allowed to break off without causing damage to it or to any other Train borne equipment. The measurement shall be in three parts namely.3.3.4 A system of retracting and securing of the current collection shoe gear shall be provided to enable full electrical and mechanical isolation between shoe gear and third rail. The electric propulsion system shall allow movement of Train in reverse at limited speed.7.7 2. in accordance with the Standards prescribed in this Manual.7 2.8. and shall be compatible with the traction system. It shall have total traction and regenerative braking control. Current collector on each individual car and the traction power section gaps shall be designed to exceed the distance between collectors on one car and current collectors on adjacent car.3. Other electrical and electronic equipment shall be air cooled (natural or forced).7.3.5 2. The electric propulsion system shall have arrangement for measurement of energy consumed on each Train. Traction motor shall be naturally cooled. maintain good electrical contact with the traction supply.3 2. The electric propulsion system shall be provided with microprocessor based diagnostic system and the same shall be integrated with similar diagnostic system of entire Coach/Train.4 2.3.8. both in normal and Emergency operation.3. 2. total energy consumption.3. Traction motors shall be asynchronous three phase AC motors.7. energy consumption for traction and energy regenerated.3.1 2.8.3 2.2 188.8.131.52.3.
battery supply should automatically get connected to supply essential loads.3 (b) (c) (vii) electric horn. It should supply Emergency load with the battery charged to 80% of its full capacity.4. The battery shall be rated and tested as per IEC 60623 and IEC 60993. Standby batteries shall be protected against undemanded discharge and over charge. (a) All Trains shall be equipped with a stand-by battery power source consisting of Nickel cadmium cells having a nominal voltage of 110V.4. emergency alarm. Electromagnetic Compatibility and Environmental Conditions Rolling stock shall comply with following or equivalent Standards: (a) Electromagnetic Compatibility: (i) (ii) EN 50121-1:2000 – Railway applications – Electromagnetic compatibility – Part 1 – General. Back-up and stand-by batteries shall be of latest design. Non essential load shall be shed after 30 seconds of failure of battery charge supply. surveillance system and Train radio. (viii) cab console indicators. ventilation fans but not air conditioners. communication systems including public address. for at least 60 minutes in case of failure of power supply from battery charger and the voltage level at any device shall not fall below 77V DC. 2.4.1 Auxiliary Power Supply The auxiliary power supply shall be natural or forced air cooled static inverterconverter based system with back-up batteries and battery charger.4 2. Emergency loads shall include. 2. door controls. lighting and interlocking.5 43 .4 The air compressor shall be air cooled type and provided with regenerative type air drier system. but not limited to: (i) (ii) (iii) (iv) (v) (vi) Emergency lighting.2 2.4. EN 50121-1:2000 – Railway applications – Electromagnetic compatibility – Part 2 – Emission of the whole railway system to the whole world. and (ix) (d) ATP Train-borne equipment. 2. all exterior lights. propulsion and brake controls. In the event of loss of traction or auxiliary supply.ROLLING STOCK 2.
44 . (b) Noise level outside the Train The noise level outside the Train shall not exceed 68 dB (A) with all Auxiliary Equipment operating.5 m from the Train centerline at a point between 1200 mm and 1500 mm above the rail level. The noise level shall be measured in the car along the center line between 1200 mm and 1600 mm above the floor and at a distance over 600 mm from the end of the car.2 Moving Trains (a) Noise level inside the car and cab The noise level when running at the scheduled maximum speed shall not exceed 72 dB (A). The measurement shall be done as per ISO 3381. The measurement shall be done as per ISO 3381. and EN 50121-3-2:2000 – Railway applications – Electromagnetic compatibility – Part 3-2 – Rolling stock – Apparatus.6 Environmental Noise Standards The following noise standards shall be followed: 2.5 m from the Train centerline at a point between 1200 mm and 1500 mm above the rail level.1 Stationary Trains (a) Noise level inside the car and cab The noise level inside the car and the cab shall not exceed 68 dB (A) with all Auxiliary Equipment operating at its greatest noise out put. The measurement shall be done as per ISO 3095. The measurement shall be done as per ISO 3095.MANUAL OF SPECIFICATIONS AND STANDARDS (iii) EN 50121-3-1:2000 – Railway applications – Electromagnetic compatibility – Part 3-1 – Rolling stock – Train and complete vehicle. (iv) (b) Environmental Conditions: EN 50125-1:1999 – Railway applications – Environmental Conditions for equipment – Part 1: Equipment on board Rolling Stock. The noise level shall be measured in the car along the center line between 1200 mm and 1600 mm above the floor and at a distance over 600 mm from the end of the car. 2. The noise level shall be measured at a point 7.6. (b) Noise level outside the Train The noise level when it is moving at the scheduled maximum speed shall not exceed 85 dB (A) with all auxiliary systems operating.6. The noise level shall be measured at a point 7. 2.
it shall be subjected to oscillation trials. The purpose of the TDR is to continuously gather vital operational data so that the information is available in the event of an accident. and (viii) status of head lights. The crash worthiness may be evaluated through computer simulations with parameters obtained in actual Tests.9 2. power controller position.6. 2. 45 .ROLLING STOCK 2.8.2 2. design life of equipment.1 2.8.8 2.9. brake controller position and brake equipment response. The data recorded should be capable of indefinite retention. The TDR shall be capable of withstanding a max temperature of +55°C. location of Train.8. The TDR shall have the memory to store the records of at least 15 days. Train Data Recorder Train Data Recorders (TDR) shall be fitted at each driving end of the Train. It should be enclosed in a sealed and tamper resistant case.1 2.2 2. Before each type of Rolling Stock is deployed in actual service.7. 2. first on 900 m test track and then on actual track Alignment. TDR equipment and its installation shall be to BS EN 60529 and shall meet the crash protection requirements of RGS GM/RT/2472. direction of travel. All data should be date and time stamped.4 2.3 All noise levels listed above are in decibels referred to 20 micro Pascals as measured with “A” weighting network of standard Type 1 sound level meter with time weighting F. and shall be designed to achieve: (i) (ii) RAMs requirement.8.5 (vii) status of line power.1 Maintenance Plan A comprehensive maintenance plan shall be prepared for systematic maintenance of Coaches.7 2. The following should be recorded: (i) (ii) (iii) (iv) (v) (vi) Speed of Train.8. Testing and Certification of Rolling Stock A static test on the car body as per UIC 566 should be done to validate the design.7.3 2. the driver’s safety operator position.
actual schedule speed with the specified dwell time at each Station. the system for measurement between maintenance. flood lighting.9. but not limited to: (i) (ii) (iii) Re-profiling of wheels during service. Coach Requirement Calculations Coach requirement calculations shall satisfy the requirements set out in the Concession Agreement. and maintenance of good external conditions of Coaches. The Concessionaire shall plan for automated coach washing plant apart from washing equipment for washing components of the Rolling Stock.10 2.11 Computer Simulation Results A computer simulation run of the designed Train composition (in crush loading condition) under the specified voltage and wheel conditions with the use of a Train schedule software programme shall be conducted and simulation results with the following details shall be provided: (i) (ii) (iii) Inter-station running time for each corridor. each way.9.9. fire fighting and other ancillary structures for effective maintenance of all facilities provided as part of the Depot.3 2. make up time.2 maintenance of good passenger environment. and periodical overhaul of Rolling Stock. Emergency reserve. and the facilities needed for the maintenance. Station stops. 2. activities and contents. and shall include traffic reserve. 2. maintenance reserve.MANUAL OF SPECIFICATIONS AND STANDARDS (iii) (iv) 2. 46 .5 Minimum life requirement of all Rolling Stock components that affect safety shall be specified considering their criticality and maintenance regime and timely replacement arranged. turn around time etc. The maintenance facilities shall include. if any. and percentage coasting achieved in terms of time and distance. The maintenance plan shall define the intervals.6 2.7 2. re-furbishing of Rolling Stock. The Depot shall provide accommodation for stabling of Coaches. electric substation and power distribution systems.9. the tolerance for safety in service and for withdrawal from service. The Concessionaire shall set up an industrial waste disposal system and a waste water treatment plant in consultation with appropriate local authority.9.4 2. The Coaches will need a thorough washing from outside and cleaning from inside in the shortest possible time and in a planned manner.9.
as prescribed by rules.ROLLING STOCK In addition. a complete computer generated master chart showing Trains possible to be run on each corridor with the prescribed headway shall be generated. The Concessionaire shall hand over to the IE a copy of the software package employed by him and any hard ware/software tool required for the software.12 Training of Maintenance and Operating Personnel The Concessionaire shall engage persons with the requisite qualifications and training. 47 . Such persons shall be provided with in-service training as may be necessary. to undertake O&M functions of the Rail System. 2.
Chapter 3 Alignment and Trackwork .
specials including turnouts. and documentation of the Permanent Way system as per specifications and kinematic envelope requirements so that the track structure provides safe and reliable guidance and support for the Trains allowed to operate on it. delivery. to the extent feasible within the Right of Way. The Concessionaire shall ensure that the geometric standards followed provide for change in the standards of Permanent Way at a later date.1. commissioning. it shall be effected with suitable transitions. installation. 3. inspection. rail bearers/plinth beams including non ballasted track systems.2 (ii) (iii) (iv) (v) (vi) (vii) traction system-third rail.1 General This section lays down the standards for design. conforming to Specifications and Standards set out in this Manual.1 3. and comfort.Chapter 3 Alignment and Trackwork 3. procurement/manufacture. reliability. welds or other means. 3. uniformity of design standards shall be maintained throughout the Rail System.2. and (viii) permanent track monuments. testing. In case of any change. sleepers including ballast and drainage. rail clips. buffer stops.1. bolts.1. insulators etc. rail pads. maintenance. derailment guards. The Permanent Way system shall cover the following sub-systems: (i) Rails including rail connections by fish plates. and insulated rail joints. switch expansion joints. have noise and vibration emitted by Rolling Stock well within the limits laid down in the international specifications. rail to sleeper/rail bearer connections including base plates. 3. cross overs. As far as possible. Alignment and Track Structure Requirements Performance Requirements The Alignment and track structure selected for the Project shall: (i) (ii) Ensure highest levels of safety. junction rails.3 The geometric design of track work shall conform to the standards set out in this section as a minimum.1 51 .1.4 3.2 3.
2.MANUAL OF SPECIFICATIONS AND STANDARDS (iii) (iv) 3.2.2. large vertical curve radii.2.7 3.2 3. axle loads of Coach and for a Train speed of 90 kmph and shall enable a level of passenger comfort as per international standards to be achieved throughout the service life of the Rail System. 3.2. Track shall be designed to conform to the appropriate load category according to UIC Leaflet 700. and embedded stray current collection system as required. The formation/ supporting structure shall be designed (and weak formations shall be strengthened) to provide adequate support to the track and adequate cross fall and drainage.2.2. The track shall be compatible with the Coaching system and the operational characteristics.2.2.2 3.6 The design of the elevated slab track shall address the problem of bending of span and twisting of supports caused by traffic loading and temperature changes. long transition curves.2. for identical system and operating speeds.2.2. within the constraints imposed by the Rail System.4 3. Guidelines to meet performance requirements. standards and specifications.5 3. line and level under all conditions of applied load and temperature stresses.2. 3. and be long lasting. The design shall conform to the applicable codes.1 require minimum or no maintenance and be of proven design.8 The track structure shall maintain stability. adopt: (i) (ii) (iii) (iv) Large horizontal curve radii. and subject to maintainability. The Concessionaire shall. level and surface meeting Specifications and Standards set forth in this Manual and Good Industry Practice.2. especially over turnouts.2. 3. The track system shall be so designed as to provide the following: (i) (ii) (iii) Continuous electrical contact between the Train and traction power supply.2.9 52 . the construction shall conform to code prEN 50122-2.2. Track shall be laid to high quality of line. and flat track gradients.3 3.2.2. The design shall be based on proven track technology and the components should have been in service in other comparable transit systems. as the rails are used for return current.
Operating Requirements Maximum Speed The track shall be designed for 90 kmph. The clearance envelope should be developed in relation to the theoretical center line of track at top of rail. Users on board should have a feeling of smooth running and can stand in comfort.10 The design shall be compatible with the electrical and mechanical requirements of signalling and electric traction systems proposed to be adopted by the Concessionaire. Gauge widening on curves shall be as per SOD at Appendix I.2 Noise and Vibration Noise mitigation measures shall be employed to ensure that the prescribed noise limits within the neighbourhood buildings and rail vehicles are not exceeded. 3.3. 3.3. the effect of way side factors and running clearances. the track gauge being the distance between the inner sides of the head of rails measured 14 mm below top of rails. and shall comply with the Standards set out in this Manual. Track alignment shall generally follow the alignment shown in the Concession Agreement. However the maximum speed during revenue service shall be 80 kmph.6.2. Mitigation measures affecting track design shall be compatible with the track performance requirements prescribed elsewhere in this Specification. 3.ALIGNMENT AND TRACKWORK 3. The design of vibration attenuating track forms shall be in accordance with DD ENV 13481-6. (b) 3.3 3.1 3.1 Track Geometry General Track Alignment shall be such that during Train running.2. The track center distance should provide for extra clearance on curves.6 3. with speed restrictions on curves of 300 m radius and sharper. Track centers also depend on whether the two tracks are proposed as concentric or eccentric on curved Alignments.5 Track Spacing (a) Track spacing or distance between track centers depends on the vehicle dynamic envelope.4 Track Gauge Track shall be laid to standard gauge of 1435 mm. Track spacing shall conform to SOD at Appendix I. 53 .
(b) (c) (d) (e) 3. If this is not possible. The Concessionaire shall submit his proposals for cant and transition length for review by the IE. (d) 3. the proposal shall be substantiated by calculations. No overlap shall be allowed between transition curve and vertical curve. the cant shall vary continuously from one direction to the other.3 Transition Curves (a) (b) Transitions shall be with clothoid or cubic parabola. The rate of change of lateral acceleration resulting in a lateral jerk should be preferably limited to 0. (c) (d) (e) 54 .6. Super elevation ramps should be preferably limited to 1:600. exceed 1:400. Cant and length of transition shall be decided in relation to speeds at various locations as determined by simulation studies of Alignment.2. in any case. For two adjacent curves in opposite direction with only one point where the cant is zero. Track in Stations shall not have super elevation. in any case. Lateral acceleration on curves shall not exceed 0.2 3. particularly the distance between the track centers. The minimum curve length between two transition curves shall be 25m. for two adjacent curves in the same direction. exceed 0.3m/sec³. The minimum curve radius shall match with the characteristics of the Rolling Stock. vertical profile and Station locations.2 Super elevation or cant (a) The curves shall be designed with a maximum permissible cant of 125 mm and cant deficiency of 100 mm. If maximum cant and maximum cant deficiency different from these values are proposed to be adopted. The minimum straight length between two transition curves shall be 25 m but preferably 40 m.2. The length of transition curve shall be worked out from cant consideration (maximum rate of change of cant limited to 28 mm/sec) and from cant deficiency consideration (maximum rate of change of cant deficiency 25 mm/sec). Inner rail on the curve shall be taken as the base rail and outer rail shall be raised over the inner rail by an amount equal to cant. the cant must stay the same for at least 30 m between the transition gradients.1 Horizontal Curves (a) (b) (c) Sharp curves shall be limited to the minimum since track maintenance and wheel squeals drastically increase on small radii/radius curves.6.65 m/sec².6.2. and shall not.2m/sec³.MANUAL OF SPECIFICATIONS AND STANDARDS 3.6. and shall not.
The vertical curves shall have a minimum radius given by the following equation: Rv = 0. ruling gradient on curves shall be made flatter so that the gradient effect along with curvature effect will not exceed the resistance due to ruling gradient.6.4%.6. Vertical Alignment Grade Grades shall not exceed the following limits: (i) Station – maximum – 0. 3.3 Vertical Curves Vertical curves shall be provided where algebraic difference of change in adjacent gradients exceed 0.6. 55 .6.6. and 505– 4: Effects of the application of kinematic gauge defined in the 505 series of Leaflets on the positioning of structures in relation to the tracks and of the tracks in relation to each other. where Rv is the minimum radius in meters of the parabola. 3. 3. To compensate for this. and V is the maximum speed in kmph.1 Transition curve shall be avoided in track in platform length. The radius of vertical curves shall not be less than 1500 m.ALIGNMENT AND TRACKWORK (f) 3.2 Grade Compensation at Curves The effect of a curve on the gradient is to. The SOD at Appendix I is only indicative.4 V ². 3.4.3. (i) (ii) 505– 1: Railway Transport Stock – Rolling Stock construction gauge.6.3. make it steeper.4.6.2 All structures shall be located outside the Structure Gauge. in effect.1% – 2% (ii) Midsection – normal (iii) Midsection – exceptional – 4% Grades shall be kept as flat as possible. Minimum length of vertical curve shall be 20 m.1 Clearances Clearances shall conform to the following UIC codes and shall be as per International practices as applicable.4 3. A parabolic curve provides a constant rate of change in grade and should be adopted for vertical curves.3.3 3.
the passing clearance between track and structures should take into consideration the sighting of signals from Trains. Insulated joints for track circuiting may be provided where required.6. Track Structure Ballastless track shall be adopted for the viaduct and for inspection lines and washing plant lines.7.3. For remaining areas.7.3 3.3. The ballastless track shall be laid to conform to the following specifications: (i) UIC 717-2R. The sub ballast shall comply with UIC Leaflet 719R for Earth works and track bed layers for railway lines. which have to be transitioned out.7. 3.3.7. The requirements for maintaining clearances between Trains and fixed infrastructure and between two Trains shall be determined by the Concessionaire in consultation with the IE.7. SEJ may be provided at the ends of the corridors where the ballastless track joins the ballasted track.3.1 3.1 Ballasted Track The minimum ballast cushion under the rail seat between the upper part of the sub grade and the bottom of the sleeper should be 300 mm except for track in Depot where the minimum ballast cushion shall be not less than 200 mm. Track Tolerances The track shall be installed and maintained to tolerances not exceeding those indicated in table below: 3. The complete track including turn outs shall normally be jointless. 1540 numbers per km (sleeper spacing 65 cm) with ERC Mark III clips with GR sole plates and GFN liners as per IRS or equivalent or higher standards.4.3 Where line side signals are provided.2 3.3. Transition between ballasted and ballastless track shall be designed adopting special measures to smoothen out the difference in elastic properties of both track structures.MANUAL OF SPECIFICATIONS AND STANDARDS 3.7 3. and (ii) UIC-710 R.3. and differences in construction height.6.7 3. Track structure should have minimum of 52 kg rails laid on PSC sleepers.8 3.6 3.3 3. the track system can be either ballasted track or ballastless track.7.4.4 3.8.5 3.3. Ballast shall conform to Indian railway specification for ballast.7.2 3.4 3.7. Slackening of the track gauge on curves. The design shall take into account forces due to traffic loading and temperature.7. which must be transmitted smoothly. Laying of track on a reinforced concrete deck.7.1 56 .
3. 4. Track maintenance tolerances shall be laid down in the Maintenance Manual.-2 ±8 XL ±5 cant 1:300 ±12 ±8 7.5 57 . L2: ––– Tolerance beyond which maintenance action is mandatory. 2. 3. ±2 ±5 ±8 L1: ––– Tolerance beyond which maintenance is to be planned. Parameters Gauge Cross level on straight track Cant on curved track Twist on 3.4 3. No 1.6 m base Vertical alignment over 20 m chord Lateral alignment over 20 m chord On curves – variation over theoretical versine on 20 m chord with half over lapping Installation +2. Note 2: Maintenance tolerances are the amount by which the track may deviate from the designed alignment in service before triggering the need for maintenance intervention.5 ±1.8.5 1:500 ±4 ±2 Maintenance Maintenance L1 L2 +4.3 3.8. Note 1: Installation tolerances are the tolerances to which track shall be constructed relative to the designed alignment.8. 3. 5.-1 ±1. Distance between center line of adjacent base plates shall not vary by more than ±10 mm.2 The Concessionaire shall review the tolerances indicated in the Table above and propose improvements appropriate for his track system at the stage of initial engineering submission. Deviation in Station platform areas shall be governed by the Schedule of Dimensions (SOD) at Appendix I. 6.-1 ±5 XL ±3 cant 1:400 ±8 ±5 +10. and to which the track shall be restored following any significant maintenance intervention.ALIGNMENT AND TRACKWORK Permissible Tolerances (mm) S.8.
1 (b) (c) 3.1 3. 3.9 3. Grade 900A shall be adopted on main lines and Depot lines except for curves sharper than 500 m. Return current shall be via the running rails.9.3 3.1.km as a standard commissioned value. IRS rail sections could be adopted in Depots as an alternative to UIC section. 58 . turn outs.MANUAL OF SPECIFICATIONS AND STANDARDS 3. or UIC 860 O-Technical specification for supply of rails. will be an integral part of the traction current supply system. Grade 1100 rails shall be extended for 18 m on either end of curves sharper than 500 m. 3.1. Rail shall conform to EN-13674-1:1999-Railway ApplicationTrack. Rail section shall be designed to suit the Rolling Stock and speed of operation. The Concessionaire shall design the track system/track components so that they are compatible with the Traction Power System and the electrical resistance of the system is ALARP.9. UIC 861-O standard rail profiles-UIC 54 and 60 kg/m rail sections and Grade 900A.9.9.1 Electrical Insulation The traction current is transmitted to the Trains from traction current sub stations through a bottom contact third rail positioned to one side of the running rail.2 Pre-curved rails (a) Rails shall be pre-curved with rail-bending process conforming to any of the codes or Specifications and Standards set out in this Manual. therefore. Rail Part 1. Rails shall be laid with cant to suit the wheel profile of the Rolling Stock proposed to be adopted. and factory insulated glued joints for which Grade 1100(1080 UTS) wear resistant head hardened rails shall be adopted.10.4 The Concessionaire shall provide adequate levels of cross bonding and electrical insulation resistance for the correct functioning of the signalling and control systems and the traction power distribution system and shall comply with the requirements of EN 50122-1 Railway Applications-Fixed Installations– Part-1-Protective Provisions Relating to Electrical Safety and Earthing. Track Components Rails Rail Section (a) UIC flat bottom rails. The resistance of the track with respect to earth within each electrical section shall not be less than the following: (i) (ii) 100 Ohm.10. and shall be electrically insulated from earth. Rail shall be in accordance with UIC standard section. and an absolute minimum service value of 20 Ohm-km.2 3.10. turnouts and at glued joints.10 3. The running rails.
Method of marking rails for identification for installation shall be developed.5. The restraining rail shall extend over the curve length including transition curves.1. (b) 3. Where restraining rails are provided. specially designed and forged.10. derailment guards need not be provided on the restraining rail side. Low carbon steel third rail adequate for the reduced current requirements of the Depot may be used in the Depot. if used.4 Restraining rails in curves (a) Restraining rails shall be provided on all tracks with a center line radius of 160 m or less. These rails shall be provided adjacent to the low rail with a flange way sufficient to engage the back of the inside wheel. shall be connected by a junction rail. (b) (c) Pre-curved rail bases shall be level when laid out on a flat surface. The rails and insulator supports shall be designed to withstand vehicle dynamic loads. The over-all length of the junction rail shall not be less than 6 m.1. Third Rail (a) Bottom current collection with the use of composite aluminium steel third rail or of material of equivalent properties shall be used for the main line from safety and reliability considerations. with un-drilled ends. The supporting system shall be sufficient to prevent lateral or vertical movement while allowing longitudinal movements for thermal expansion. 3.1. and electromagnetic and thermal loads imposed by short circuits. The third rail system shall be segmented to permit isolation of sections of the guideway physically and electrically for fault isolation.ALIGNMENT AND TRACKWORK when used in curves of 500 m and sharper. The rails shall be uniformly curved. All rails shall be straight before pre-curving. maintenance and other purposes without the possibility of bridging of adjacent segments by a Coach or Train from the adjacent powered sections. Third rails shall be mounted on insulated supports. (b) (c) (d) 59 .10. wear. 3. The third rails shall be insulated from adjacent structure and from ground to prevent electrical interaction and short circuit by the collection shoes.3 Junction Rails Rails of different sections.10. such that the deviation of the interior mid-ordinate offset from the theoretical offset is within the tolerances for straight rails using the appropriate chord distances for the straight rail specification.
Five percent of the welds shall be subjected to radiographic testing.5 and 0. Source of supply. 3.10.MANUAL OF SPECIFICATIONS AND STANDARDS (e) (f) The third rails shall be made to the same standards of straightness and laid to same alignment accuracy as the running rails. If rails of different grades are proposed to be used. Third rail shall be shielded from accidental touch by people and tools used for inspection and maintenance by the provision of suitable shrouds. The joints shall. Minimum distance between two welds on the same rail shall be 6 m. The flash butt welding used for the Project shall conform to Rail Track Line Specification RT/CE/S/001 or other accepted International Specifications. The process and quality control system for the Thermic welding system proposed should have an intrinsic reliability equivalent to that of flash butt welds. All welds shall be checked for dimensional tolerances and shall be magnetic particle inspected and tested ultrasonically. rail pads and base slab 60 . and gradient over 200 mm less than 1:500. compliance to Specifications and ISO 9000 certificates shall form part of welding proposals which shall be submitted to the IE for his review. test certificates. Specifications. Portions with suitable chemistry for welding HH rails with HH rails or with MM rails should be submitted to the IE for his review. and gradient over 200 mm less than 1:1000.2 mm (hump).6 Rail Welding (a) All rail joints shall be welded to provide a jointless smooth track.1. the proven technology proposed to be adopted for welding shall be demonstrated. Alumino thermic welds shall be used only where unavoidable. (b) (c) (d) (e) (f) (g) (h) Horizontal direction shall be: (i) (ii) Versine on a 1 m base between -0.5 mm. in consultation with the Independent Engineer (IE).10.2 Rail to sleeper fastenings. End approaches at both ends of third rail for smooth contact of the pick up shoes onto and off the rail. as far as practicable. The new welds shall have the following minimum acceptance specifications for the geometric quality: (i) (ii) (iii) (i) Vertical direction. expansion joints to adjust for thermal movement of third rail and side ramps to allow the shoes to smoothly ride up to the third rail at turn outs shall be provided. be welded using a flash butt welding plant. versine on a 1m base between 0 and 0. (g) 3.
The fastenings shall be of a reputed make with a proven track record and shall be designed in a manner that incorporates the minimum number of components.1 Rail to sleeper fastenings a) General The fastenings shall be designed to hold the two rails of the track strongly to the supporting structure in right position by resisting the vertical. (c) Conformity to Specifications The fastenings shall conform to: EN 13481-5: 2002 Railway applications – Track – Performance requirements for fastening system – part 5: Fastening systems for slab track. The fastenings shall provide insulation to take care of return current of third rail traction. b) Performance requirements of fastenings The fastenings shall: (i) Support the vertical loads imposed by the wheels and transmit them to the underlying structure with a minimum of impact. allow small longitudinal movements of the rail under braking or traction forces. vibration or damage by abrasion. and draw it back after the load is removed. have good electrical properties.2. The fastening shall also provide for retrofitting to enable reduction in noise level. dampen vibrations. In slab track. and (viii) not require frequent maintenance. hold the rails to gauge and at the correct inclination within certain tolerances laid down against horizontal forces generated by vehicles in motion especially on curves. alignment irregularities. it shall also correct track distortions and act as a buffer. to enable the track circuit to work and to limit stray current leakage to acceptable limits.10. wheel set hunting. impact and noise to within acceptable limits. (ii) (iii) (iv) (v) (vi) (vii) permit quick and easy installation and replacement with special tools. 61 . and provide environmental protection from noises and vibrations. lateral and longitudinal loads and vibrations. and thermal forces including buckling in hot weather. be corrosion resistant.ALIGNMENT AND TRACKWORK 3.
ultra violet light. 3. consistent performance over wide range of temperatures. Effect of severe environmental conditions. resistance to abrasion. and by reducing the transmission of vibration and impact from the rail to the sleeper. and (vii) resistance to effects of moisture. railway related chemicals etc. Determination of clamping force. 62 . Determination of electrical resistance. Effect of repeated loading.MANUAL OF SPECIFICATIONS AND STANDARDS (d) Tests The fastening system shall be tested to the following specifications: EN-13146-1: 1998 Railway application-Track-Test methods for fastening systems-Part 1. Determination of torsional resistance. EN-13146-4: 1998 Railway application-Track-Test fastening. EN-13146-3: 1998 Railway application-Track-Test methods for fastening. EN-13146-7: 1998 Railway application-Track-Test methods fastening.2 Rail Pads (a) Functions The rail pad shall satisfy the following functions: (i) To cushion the impact of vertical loading by providing a conforming medium between the rail and sleeper ensuring even pressure on the rail seat area. EN-13146-6: 1998 Railway application-Track-Test methods for fastening. resistance to fatigue deterioration under reversal of stresses. methods for for EN-13146-5: 1998 Railway application-Track-Test methods fastening. for (ii) (b) Essential Properties For satisfactory performance. and To assist in the distribution of tractive and braking forces along the rail. resistance to permanent deformation or flow. long life.2.10. the rail pad must have the following properties: (i) (ii) (iii) (iv) (v) (vi) Good electrical insulation properties. EN-13146-2: 1998 Railway application-Track-Test methods for fastening systems-Part 2. Determination of attenuation of impact loads. Determination of longitudinal rail restraint.
(ii) 3. An elastic fastening system with base plate to base plate distance of 650 mm may be used.2. shall be maintainable and construction friendly. providing a permissible speed on divergent track of not less than 40 kmph. provide a level base for uniform transmission of rail forces. (b) (vi) 3. and damage to track and supporting structures is minimal. as follows: (i) On main lines.2 The Concessionaire shall submit a schedule of turnouts with his initial design.10.1. and track forces.3 RCC Derailment Guards Derailment guards shall be designed such that in case of derailment: (i) (ii) The wheels of a derailed vehicle under crush load. listing their principal dimensions and operating speeds to the IE for review.1 3.11. and shall be quickly reparable in the case of a derailment. moving at maximum speed are retained on the viaduct.184.108.40.206. ensure drainage. 1:9 type turnout with a minimum lead radius of 190 m or 1 in 7 type turnout with a minimum lead radius of 140 m. The turnout shall be assembled from components that are robust and reliable. 3. and on Depot lines. The base slab on which the rails are fitted shall: (i) (ii) (iii) (iv) (v) Resist weathering.11. 3. The repair and maintenance methods must be indicated in the Maintenance Manual.11 3.ALIGNMENT AND TRACKWORK 3.1. and any reinforcement used shall not form closed conducting loops that are likely to interfere with or distort the signals emitted by track side or Train mounted control equipment that may be installed to facilitate metro operations.3 Base Slab (a) The base slab shall be designed as plinth type ballastless track structure with RCC derailment guards. have geometrical accuracy. 1:9 type turnout with a minimum lead radius of 300 m.1 Special Layouts Turnouts Turnouts may be selected from UIC Standard arrangements to suit the design alignment and speeds.3 63 .
2 64 . installed.3 Switch Expansion Joints Switch expansion joints shall be located 50 m away from points and crossings. Switch expansion joints conforming to the Specifications and Standards set out in this Manual shall be supplied.11. The Concessionaire shall address wheel-rail design issues in his initial engineering submission.11. as would be required in accordance with Good Industry Practice. and (viii) all the points shall be operated by electrical motors. the turnouts shall be resiliently mounted. The turnout shall meet the following further requirements: (i) (ii) (iii) (iv) (v) (vi) All joints in the assembly including junction of Cast Manganese Steel (CMS) crossing shall be welded. at each dead end. commissioned and maintained. the assembly must ensure continuous electrical contact on the Train.4. 3. tested.11. friction buffer stops shall be supplied.11. Joints shall be factory prepared glued insulated joints.11. The buffer stop shall be capable of withstanding impact from a Train of maximum design length running at a speed of 15 km/hr without any damage to Train or buffer stop and must stop the Train within the distance. distance between an insulated joint on the turnout portion and a weld on the approach track shall be minimum 4 m.5 (vii) the turnouts shall be designed for placement in CWR track and withstand the axial forces induced. 3.1. tested.11. commissioned and maintained at the two ends of the corridor. and shall not result in an increased derailment risk when in a worn or otherwise degraded condition. 3. Friction Buffer Stops On main lines.1. installed.MANUAL OF SPECIFICATIONS AND STANDARDS 3.1 Glued Insulated Rail Joints Insulated rail joints shall enable rails to be physically connected while remaining electrically separate to meet signalling requirements.6 Turnouts for ballastless track shall be designed to achieve the required elasticity. and designed to accommodate base plate spacing and 3. in the ballasted track lengths.1.11.4 The geometry of the turnout rails shall be compatible with the Train wheel profile. type of fastening used shall be the same as used on the main line.4 3. of 6 bolt type using reinforced bonded fishplates. 3. the motor and drive should be effectively drained.
drawings and ISO certificates shall form part of the proposal which shall be submitted to the IE for review. technical specifications.11.8 Pull out resistance test shall be conducted for one out of every 20 joints. curve reference markers. and connected using six M24 high strength fasteners and washers.11. -0 mm) separating the two rails. Source of supply.4. gradient posts.9 3.6 3.4. Track Monuments Permanent track monuments/indications complete with track data should be planted along the track at suitable locations without hindering operation and maintenance.4.4. fouling point markers.4.7 3.11. LWR/CWR/SEJ reference markers.5 3. test certificates.ALIGNMENT AND TRACKWORK fastenings.5mm Horizontal ±0.11.4.11. The insulated joint shall consist of two lengths of head hardened rails rigidly joined by a pair of forged fishplates. The alignment tolerances shall be as under: Vertical ±0. of equal or better than high strength bolts.3 3.11. The joints shall conform to AS 1085. 3. The alignment of the joint shall be checked both in the horizontal and vertical planes with a meter long straight edge. All rails used for the manufacture of these joints shall be ultrasonically tested.2 The insulation properties between the two rails shall be suitable for application in the proposed 750V DC third rail traction system.11. and all bolt holes shall be work hardened by chamfering. The overall length of the joint shall be minimum 6.4. Dimensional check shall be done on each glued joint. Electrical resistance in dry condition shall be as per specification and that in wet condition shall be the value required for meeting the signalling requirements. The track monuments include: (i) (ii) (iii) (iv) (v) Kilometer boards.4.4 3. and 3. The joints shall meet the signalling requirements of insulation properties between the two rails.. and an insulating end post 6 mm thick (+1.12 or equivalent codes of practice and shall pass all tests specified therein. The glued Insulated Joints shall be subjected to tests as per recognized international specifications.00 m.11.12 65 .5mm 3. bushes etc.
14 elastic fastenings.13 3. Inspection and Testing plan (ITP) format shall be developed for each test covering relevant details such as. reference standard.13. within the timelines set forth for the same under the Concession Agreement: (i) Description of Permanent Way. the following: (i) (ii) (iii) (iv) (v) (vi) Local and global geometry. tests for electrical insulation and conductivity.13. among others. 66 .2 3. report format.MANUAL OF SPECIFICATIONS AND STANDARDS (vi) turn out markers. 3. action in case of non conformance to standards etc. All permanent markers proposed to be used and markers proposed to be painted on rails including the colour scheme shall be in consultation with the IE. The programme shall cover. alumino thermic welding. its functional requirements. switch expansion joints. requirement. for review and comments. The Concessionaire shall submit to the IE a schedule of the type of testing or inspection proposed at each stage of completion or part completion of the system covering manufacture/procurement.13. Design Documentation Apart from the general requirements. 3. maintainability and reliability of the part/system in accordance with the RAM plan. This shall be supported by drawings of layouts and components. The test and inspection programme shall address the aspects of safety. and (ix) 3. and such other monuments considered necessary for the operation and maintenance of the system. depot and field flash butt welding.4 (vii) glued insulated joints. Track recording shall be in both digital and analog.1 Inspection and Testing Acceptance of track works shall be by testing with dynamic track recording at speed not less than 90 kmph.13. material testing including fatigue testing. frequency of testing. and testing and installation to meet his obligations with respect to the quality control requirements specified in this Manual. the Concessionaire shall submit the following documentation to the IE. (viii) buffer stops.3 3. technical requirements and how these requirements are proposed to be met.
rail flaw detection proposals. transition curves. (ix) (x) (xi) 3. plants and machineries to be used. The details of plant and machineries as below should be in position before commissioning of the Rail System: (i) (ii) On – track machines and Trains to be used.15 Test plan before commissioning. and quality procedures to ensure controlled cooling. (viii) track side signs to indicate reference data for the alignment. if proposed. super elevation. quality assurance plan. (v) (vi) (vii) full details of all welding processes including Test plan before welding. noise generated and ride index on elevated track immediately before and after maintenance. tolerances of track before and immediately after maintenance. relating it to internationally accepted standards. 67 . and off – track equipment. curve radius. plan for preventive rail grinding irregularities in the railhead and gauge face to ensure smooth running and decreased noise production. rail lubrication system. and Maintenance Manual. Maintenance Maintenance shall be undertaken as laid down in the Maintenance Manual.ALIGNMENT AND TRACKWORK (ii) (iii) (iv) geometry of rail and track including tolerances for their installation. vertical curves etc.
Cant on curves. Static Car Profile It is the profile of the maximum cross sectional dimension of the car at rest on straight and level track. The Kinematic envelope of the Train shall be calculated in accordance with UIC – 505. Lateral track movement – (separately for straight track and for curved track). Kinematic Profile The Kinematic envelope represents the maximum dynamic displacement of a vehicle outline from track center line and from rail level. Track and vehicle tolerances. 3. Allowances for curvature and super elevation. Dynamic effects. The Concessionaire shall finalize the SOD in consultation with the IE. This is an envelope comprising: (a) (b) (c) (d) Rolling Stock profile. Track tolerances.Appendix I (Chapter 3) Schedule of Dimensions for Standard Gauge 1. 69 . and depends on the car supplier. This profile should provide for tolerances in manufacture and effect of load on the suspension.0 m height has been fixed within which the static car profile has to be accommodated. and middle throw. A maximum limit of 3. This is the basic profile on which other profiles are built. General The dimensions given under are only indicative. Track effects to be considered for working out the kinematic profile are: (a) (b) (c) (d) (e) Rail wear (Vertical and Lateral). Horizontal curvature effects: (i) (ii) End throw. 2.2 m width and 4.
Unequal loading of vehicles. and maintenance condition of Coaches.MANUAL OF SPECIFICATIONS AND STANDARDS These values depend on track curve. Coach length. Spacing of tracks on straight alignment and on curves of 1000 m and flatter Spacing of tracks on straight and curves of radius 1000 m and flatter without structure in between shall be dependent on Coach dimensions. and typical values for a Coach of width 2900 mm. Vehicle roll. Deviation due to wind loading. Coach height. length 21940 mm and Bogie centers of 14850 mm are furnished in this Appendix I. For a Coach width of 2900 mm the track spacing shall be: 70 . car length and Bogie Centers which needs to be developed as part of the design by the Concessionaire. Clearances The actual clearance required between Coaches and structures is influenced by Train speed. 6. The Concessionaire shall submit a comprehensive Schedule of Dimensions covering all aspects in consultation with the IE. Vehicle bounce. which includes 26 mm allowance for nosing. Other dynamic effects are: (a) (b) 4. and distance between Bogie centers. Structure gauge The structure gauge indicates the dimensions of a structural cross section within which no outside object. Vehicle effects to be considered for working out the kinematic profile are: (a) (b) (c) (d) (e) Tolerance of vehicle dimensions. 5. Surging and lurch (including the effect of wheel and undergear wear). General principles (a) Minimum clearance between kinematic envelope and structure gauge on tangent track shall be 126 mm. (b) 7. Minimum clearance between adjacent kinematics envelopes shall be 300 mm. The kinematic and structure gauge depend on the Coach design. Tilting due to cant. Absolute values for the clearances are to be finalized by the Concessionaire. in consultation with the IE. sign boards etc may protrude. particularly the Coach width. Only broad guidelines. track irregularity. such as signal masts.
where C is bogie centers in m and R is the curve radius in m.125C²/R. and minimum clearance between adjacent kinematic envelopes.SCHEDULE OF DIMENSIONS FOR STANDARD GAUGE (i) Ballasted track 3650 mm 3600 mm (ii) Ballastless track 8. Absolute minimum radius of horizontal curves Minimum preferred radius of horizontal curves Minimum radius of horizontal curves in station area Minimum radius of vertical curves 120 m 400 m 1000 m 1500 m Extra clearance on curves (a) Inside of curve (i) Mid throw (mm) 125 C²/R. gross horizontal shift on outside of curve. cant effect. as per UIC 710 R: Minimum track gauge in curves as per Coach characteristics (a)-(b) + (c) (ii) allowance due to gauge widening on curves (iii) nosing (iv) net horizontal shift (b) Outside of curve (i) End throw 125 C*²/R. 300 mm. This will be the sum of: (i) (ii) (iii) (iv) Net horizontal shift on inside of curve. viz. Curve radius (a) (b) (c) (d) 9. 71 . Minimum track spacing on curves The most adverse position will be when the end of a Coach on the inner track is opposite the centre of a similar Coach on the outer track. where C* is the Coach length in m as per Coach design characteristics as per Coach design characteristics (a) + (b) + (c) (ii) allowance due to gauge widening on curves (iii) additional nosing due to gauge widening (iv) gross horizontal shift 10.
and lateral and rolling displacement of Coaches due to wind forces. -0 mm to platform coping with respect to design track alignment. variation in wheel conicity. the distances shall be as under for a 2900 mm wide Rolling Stock: (i) Maximum horizontal distance from center of track to face of platform coping: 1515 mm Minimum horizontal distance from center of track to face of platform coping: 1500 mm (ii) Platforms should be constructed with a tolerance of +5 mm. on both straight and curved track in relation to design track alignment. Since track in stations shall not have cant. and for situations with structure between tracks. other Coach maintenance elements affecting lateral clearance between wheel flange and rail gauge face. 11. Since minimum radius permitted for platforms on curves is 1000 m. Platforms Maximum horizontal distance from centre of track to face of passenger platform coping. Additional lateral clearance to platforms on curves. -0 mm. car suspension variations. Cant Cant maximum Cant deficiency maximum Maximum cant gradient 12. Construction tolerance on lateral clearance to platform coping should be kept at + 5 mm. Additional lateral clearance to platform adjacent to transitioned track or within a vehicle length of transition curve shall be calculated taking effective radius 72 . 125 mm 100 mm 1 in 400 Taking the above factors into consideration.MANUAL OF SPECIFICATIONS AND STANDARDS For sharper curves. track spacing may be decided by the Concessionaire in consultation with the IE. Maintenance tolerance shall be ± 5 mm with respect to design track alignment allowing for Coach and track maintenance tolerances including: (i) (ii) (iii) (iv) (v) Allowance for rail wear. lean due to cant has not been provided for. there will be no gauge widening on curves at stations.
the two points shall be taken at a distance of half the bogie distance from the point in the track being analyzed. allowance for lean due to cant has not been provided: (a) Minimum horizontal distance of any isolated structure (length 2000 mm or less) on a passenger platform from edge of coping Minimum horizontal distance of any continuous structure on a passenger platform from edge of coping 2500 mm (b) 3000 mm 13. tolerance for rail wear. Average radius(Ra) of the two points shall be: Ra = 2 1+1 R1 R2 Where R1 & R2 are the radii at each of the two points Height above rail level for passenger platform coping Standard height of platform may be maintained at 1100 mm with a tolerance of +5 mm. Gradients (maximum) (a) At stations (b) Mid section – 1 in 1000 – 1 in 25 There shall be no change of grade within 30 m of any points. The effective radius for a curve is the average radius of two points relevant for the calculation of Mid throw and End throw. conicity and track maintenance. and coping levels should remain at approximately at the same level as minimum height of floor of Coaches. Additional lateral clearance for platforms on curves (a) On inside of curve (b) On outside of curve – Mid throw – End throw 73 . Horizontal distance to any structure on platform Since track in stations shall not have cant. For example. -0 mm. Tolerance in height of passenger platform should provide for: (i) (ii) (iii) Construction tolerance.SCHEDULE OF DIMENSIONS FOR STANDARD GAUGE for calculation of Mid and End throws. for a platform on the outside of a curve. 14.
MANUAL OF SPECIFICATIONS AND STANDARDS Note: 1. shall be provided by the Concessionaire to suit the systems and equipment he proposes to deploy. and turnouts. Since track in station area shall not have cant. Rolling Stock (a) Maximum height above rail level for floor of Coaches (b) Minimum height above rail level for floor of Coaches – 1130 mm – 1105 mm 16. Rolling Stock. signalling. 15. there will be no gauge widening on curves at Stations. lean due to cant has not been provided for while working out lateral clearance. Since minimum radius permitted for platforms on curves is 1000 m. Other Clearances The clearances pertaining to: (i) (ii) (iii) (iv) Traction system. 2. 74 .
Chapter 4 Signalling and Train Control .
4.4 4.1. The Concessionaire shall build a system of Signalling to proven standards so as to ensure the safe movement of Trains over all running lines. Uninterrupted Power Supply (UPS) shall be provided to support all essential Train control functions at the stations and the Depot and the OCC and shall be capable of supporting the rated load for minimum period of 30 minutes.6 220.127.116.11.1.2.1. commissioned.8 77 . comprising Automatic Train Protection System.1.2.5 4.2. Automatic Train Supervision System and Automatic Train Operation System and shall provide bi-direction working over each main line track. operated and maintained by the Concessionaire for the Rail System.1. The CATC system shall be controlled from the Operations Control Center (OCC).1 4. During periods that the OCC is unavailable the supervision of the CATC shall automatically transfer to the Local Control Operator at each interlocked station without any loss of control capability.1 Requirements The revenue line Signalling and Train Control System shall be a Continuous acting Automatic Train Control System (CATC). at least for the following sub-systems: 4. Cab Signalling shall be provided.2.1.1. constructed.2.1.2 4.2 4. The system shall be designed for Trains to operate at two minutes interval during service.7 4.3 4.2. The interlocking system shall be dedicated Microprocessor based system meeting the relevant SIL Standards.1 General Specification This section lays down the standards and performance requirements for the Signalling and Train Control System to be designed. Test track in the Depot shall be equipped with ATP and ATO to main line standards and programmable for different test configurations. The Depot/Work shop shall be provided with a simple form of Signalling.2. No single point failure shall cause failure of an equipment or sub system that has impact on the safe operation.Chapter 4 Signalling and Train Control 4.
78 . remote control of interlocking and the indication of equipment status and Train location to a control center.2.10 4. and ATS. ± 500 mm at stations as well as at other designated locations on the system. and hand operation of points in case of power failure. Design Criteria The normal direction design headway of the CATC system shall be 120 seconds and the lay overtime at the terminal stations shall not be more than three minutes.MANUAL OF SPECIFICATIONS AND STANDARDS (i) (ii) (iii) 4. All safety critical equipment shall be designed. The Concessionaire shall conduct operating simulations for normal and abnormal working service patterns. alarm potentially unsafe operating situations. and EN 50129 or equivalent SIL Standard.3 4.5%. a Train borne unit to provide warning of over speed and application of Train Emergency brakes if the warning is not acted upon.1.2 4. Audio Frequency Track Circuit (AFTC) for vehicle detection and for transmission of data from track to Train on revenue lines as well as on the transfer track and test track in the Depot. and stoppage of Trains at the correct stopping position.2. The CATC System shall provide the following: (i) (ii) (iii) (iv) Cab Signalling and providing continuous Train detection and control of Train speed within the envelope.1 4. (ix) (x) (xi) automate routine operations including automatic reversal at terminals. All Trains within and approaching a bi-direction section shall be brought to a standstill before the direction control is implemented.2. (viii) help to detect “broken rail”. EN 50128. Percentage of successful stopping shall be minimum 95.2. CBI.9 ATP (on board and track side).4 (v) (vi) (vii) authority to proceed along a route set and locked for each Train. manufactured and validated to CENELEC standard EN 50126. The Concessionaire shall submit a certificate from accredited Independent Safety Assessor (ISA) to this effect. power operation of points. 18.104.22.168.2 4. ARS shall be provided. computer based route interlocking for operation of points and setting of routes to prevent misdirection of Trains at points.
9 4. UPS shall be provided at Stations.10 4.3. If the permit speed is exceeded at any locations.1 4.3.8 4. to the TO the permit speed and the current speed to enable him to control the Train.1 4.3 4. the Trains shall be operated as under Based on the information about the direction. Necessary procedures shall be devised and implemented for enabling a Train to move safely after ATP braking.2. After ATP system applies brakes.2 4.6 4. 4. Computer based Interlocking shall be provided for Stations having switches and crossings.2.2. Provision shall be made at Station Control Room to enable Trains to be stopped on detection of potentially unsafe situations. Equipment and locations that may need to be identified in emergencies (including all stations.5 The CATC shall be designed with headways less than the specified operational requirement by an amount sufficient for achievement of reliability of specified service performance over the route and compliant with international safety standards.2. The design for the CATC shall be fully integrated with all other systems that constitute the Rail System so that the overall requirements of the Rail system are met.1. Automatic Train Protection When the Train is required to be run without ATO. Line side signals to protect the points shall be of LED type. ATP system indicates. Performance Specification Signalling The Signalling shall support optimum speed in Automatic Mode or Coded Manual mode in either Normal or Reverse direction over the same track and shall have facilities for speed restrictions to be imposed on sections of track determined by the alignment design criteria.3.3. safe speed and positions limits for the Train.2. Depot and for OCC for Signalling system.3 Automatic Train Operation 79 . the system warns the TO and if he does not act immediately. applies brakes.SIGNALLING AND TRAIN CONTROL 4.2 4.7 4.1.3. signals and ends of points) shall be uniquely and indelibly named or numbered in a way that is visible to TOs and these numbers shall be co-ordinated with the associated control equipment and the displays in the OCC and DCC. the brakes shall not be released until the Train has stopped and TO has confirmed that he has taken control.2.
3. Normal and Abnormal Working Requirements When all systems are working normal.22.214.171.124.6 80 .3. If the OCC controls are unavailable for any reason.3.5 4.2 4.3.3. The Signalling and Train Control equipment shall immediately report failure.2 4. The trackside equipment shall alert the OCC staff and record the system defect in a log when a defect arises in the trackside equipment.6 4. The Train-borne equipment shall warn the TO before brakes are applied by the ATP system and advise the TO when the brakes have been applied by the ATP system.1 Alarms and Reports The Train-borne equipment shall inform the TO promptly if a defect arises which prevents the ATP system from protecting the Train.6.3. but not limited to the following: 4. The TO shall decide when the doors may be closed and when it is safe for the Train to depart a platform. If traffic perturbations occur. The Train-borne equipment shall inform the TO if possible when a defect arises in the Train-carried equipment.MANUAL OF SPECIFICATIONS AND STANDARDS 4.4 4. 126.96.36.199.3 4.3. defects and/or incorrect operations typically. The ATO operation shall be arranged to provide optimization of energy consumption.3.4. the ATO function shall then undertake all driving functions up to and including the opening of the Train doors on the correct side at the next station.1 Trains shall normally be driven automatically. The ATO function shall be implemented independently from the ATP function so that no malfunction of the ATO equipment can inhibit the ATP function. The Train-borne equipment shall confirm to the TO when its self-test is completed successfully. of each interlocking area.3.5 4. the changes to the traffic arrangements will be managed using the OCC controls. working shall automatically be instituted by local supervision from LCPs/ video display units at Station Control Rooms (SCR). Automatic Train Supervision The ATS system shall enable continuous tracking of Train position.6. but with a TO present in the front cab. computation of Train schedules and their installation for revised service patterns and Automatic Train Regulation by adjustment of station dwell time and speed regulation.3.2 4.3. the Trains shall be controlled automatically and monitored by the OCC staff.3 4.6.4 4.3.1 4.3. ATS system shall provide link to Passenger Information Display System and Public announcement system for on line information.3.
Trains shall be identified by unique number and step in correspondence with the Train movement.3.8.8 4. Operations Control Center The Rail system operational status shall be continuously displayed on a mimic panel or other devices and work station in the OCC.6.3.3. power supply faults.8. ATP system failures. including functions associated with stations.3.2 4. the TSR may enable a Train Hold facility to inhibit Trains departing a platform in CM mode of driving. The test track that enables all Train ATP and ATO functions to be tested in both directions of running. Normal working shall be by automatic route setting in accordance with time table resident in the ATS CPU.3.3. untimely and/or out-of-sequence operation of wayside equipment. including UPS and earth faults.8. Route setting. point position and signal aspect shall be mimicked and displayed in near to real time. Test Facilities The Train equipment shall include a self-test facility to enable the TO to confirm every time a Train enters the revenue line or is reversed and the cab that is at the front is ready to work in all modes. the Concessionaire shall immediately establish accurately whether a dangerous defect is present.3 4. identification of signal equipment defects(interlocking alarm).7.2 4.3. All alarms shall clearly indicate the nature and the location of the cause. When required to reform a service. and if so shall take immediate action to avoid the danger. The ATS system shall have the capability to generate new time-tables for modifying Train service operation by the CATC.3.3 4. track occupancy.7.3. when available within local equipment. The Concessionaire shall provide all test facilities and recording functions as are necessary to meet this requirement. and unauthorized and potentially unsafe Train movement.1 4.7 Failure of point throwing and/or detection.1 4.4 81 . The Concessionaire shall integrate the CATC central control computers with other associated control Systems at the OCC to provide the operators with 4. Supervision of Train operations from the OCC shall be enabled automatically by the ATS or by manual operation by the Train Controller (TC).8 4. Whenever irregular operation of the CATC is suspected.188.8.131.52.7 4.SIGNALLING AND TRAIN CONTROL (i) (ii) (iii) (iv) (v) (vi) 4.3. Diagnostic and condition monitoring information shall be available at the maintenance workstation. TO’s and OCC staff shall have manual facilities to acknowledge (and thus cancel) each alarm individually.
1 (c) (d) (e) 82 . and as a fall-back method of Train control using ATP when a Train or track-side equipment fault prevents AM driving.6 4.3.1 Depot Signalling The Depot signalling system shall control movements of the Trains within the Depot up to the limits for transfers with the revenue line signalling system.3 4.3. shall be used for controlling the low speed movement of Trains through the Depot wash plant.9. ATO shall be introduced within a year of COD. This facility shall have capability for downloading Train identification and condition data. to establish the correct mode of driving and Train run data.10. A warning system shall alert staff working in workshop areas of approaching vehicles.9.9. 4.9 4. a sub-mode of YM. Train Operating Modes General Description All Trains shall be equipped to operate in either direction. A facility shall be provided on the transfer berth(s) for Trains entering the revenue line from the Depot.9.9. apart from the Depot. A facility shall be provided at the Depot entry point for “Trains leaving revenue service” to change to Depot operation mode.3.3.3. Wash Mode (WM) driving.10 4. Signalled routes shall be interlocked against conflicting Train movements without compromising operational requirements.3. The Test Track shall provide a controlled environment for testing the Train borne parts of the CATC. Coded Mode (CM) driving shall be used till ATO is introduced. a vital two aspect line side signal system shall provide route setting and holding with indications of Train locations displayed on a mimic panel and shall be controlled from a Depot Control Centre (DCC).4 4. As a minimum.3.2 4.3. Restricted Mode (RM) driving shall be used as a fall-back method of Train control when a Train or track-side equipment fault prevents ATP supervision.5 4.3. in any of the following modes: (a) (b) Automatic Mode (AM) of driving shall be used as the normal method of Train control using ATO. Yard Mode (YM) driving shall be used as the normal method of Train control in the Depot. 4.MANUAL OF SPECIFICATIONS AND STANDARDS the required facilities for supervising and controlling the entire Rail System.9.
3. the Train shall be capable of being driven automatically using Train borne equipment.10. 83 .10. operation of the Emergency Brake switch. This mode shall be used for all movements within the nonautomatic areas of the Workshop and Depot.2 Automatic Mode Driving The Automatic Train Operation (ATO) function shall be active when ATP is active both on the Train and on the track.10.3. 4.SIGNALLING AND TRAIN CONTROL Non-revenue Trains required to operate on the revenue line while commercial services are in operation shall be equipped with CATC equipment for CM and RM modes of driving. a sub-mode of YM. observing all speed restrictions and signal stops and stopping Trains at stopping locations in Station platforms.3. 4.4 Restricted Mode Driving Restricted Mode Driving shall be selected when ATP is not active on the Train or the track. 4. The ATO shall undertake all the actions that would be undertaken by a TO in order to drive the Train from Station to Station except for the following: (i) (ii) (iii) (iv) (v) (vi) 4. and any other Non-ATO functions carried out by TO.10.6 Wash Mode (WM). While working in this mode. observing the cab indicators. In this mode.3. verbal communication with passengers and with the control centre. or automatically selected for test purposes. the Train shall be driven manually to the visual indications provided in the cab and to the speed limits imposed by the ATP system.5 Depot Shunt Modes In this mode. up to a maximum speed determined to be safe for unsupervised driving. 4. shall limit the Train speed while washing in fixed plant and for automatic coupling of Trains. In this mode. the TO may use the Train driving controls to operate the Train on the revenue line. the Train driving controls shall be operated within the speed limit for the Depot.10. deciding when the Train can start. Coded Mode Driving The TO shall have the option to select the Coded Mode Driving after activating the ATP on the Train and on the track.3 Deciding when it is safe to close the doors and operating the door closing control. and when AM is selected by the TO.3. in the forward direction.
(ii) 4.4 4.3. departure from service to the Depot: before a Train enters the Depot working limit.4.4. and BS EN 60529: Specification for degrees of moisture protection provided by enclosures (IP codes). Equipment on board Rolling Stock and Part 2: Railway Applications: Environmental conditions for fixed electrical installations. the Train operation shall automatically switch over to YM driving. (ii) (iii) 4. Transitions from ATO to ATP shall be possible all the time in order that the TO may have every opportunity to passover defective infrastructure and return to normal operation as soon as possible thereafter.10. the Train shall be automatically tested in ATO mode and if successful. and while the Train is moving.4. Where mode transitions are required routinely they shall be initiated automatically. the equipment should be installed in Signalling Equipment Rooms (SER). 4. the Concessionaire shall provide a Risk Assessment for changes in the mode of driving to ensure inhibition of any reduction in safety. 4.7 Mode Transitions Mode transition may be requested by the TO at any time when the Train is stationary.3 Local Control MMI / Video Display Unit A Signalling local control workstation shall be provided in the SCR of each 84 . Every mode transition shall be recorded in a non-volatile medium on the Train. shall then automatically be transferred to the appropriate revenue line mode for driving.MANUAL OF SPECIFICATIONS AND STANDARDS The Depot shall also provide facilities for testing all Trains routinely before they move out of the Depot into service. where applicable: (i) BS EN 50125 Part 1: Railway Applications: Environmental conditions for equipment. The following mode transitions shall be undertaken routinely and automatically: (i) Entry into service: when a Train enters the transfer berth between the Depot working limit and the revenue lines.1 Equipment General The CATC shall be arranged to minimize the amount of equipment that has to be accommodated in track-side apparatus housings. and for undertaking other tests as required.2 Standards The following standards shall apply to the Signalling and Train Control system.
to provide fallback control and indications of the Signalling arrangements associated with the area. In CM/AM modes an indication shall be given to the driver that the Train is correctly berthed and which side doors will have to be opened. Route setting. passenger Trains and on-line maintenance vehicles required to operate during commercial service shall be fitted with facilities for self verification of correct operation of the onboard CATC equipment and Train safety systems.SIGNALLING AND TRAIN CONTROL interlocked Station which enable the setting of routes and control points. and direction of operation. the Train-carried equipment shall meet the standards IEC 571: Electronic equipment used on rail vehicles.4 Train Equipment All Rolling Stock. Where applicable.4.6 Cabling The Concessionaire shall provide Fire Retardant Low Smoke Zero Halogen (FRLSOH) cabling as a minimum in confined public areas.4. signal aspect. the defective Train shall be removed from the revenue line. with suitable precautions to ensure safety. signal replacement.5 Power Supplies The Concessionaire shall ensure that the power supply system for the CATC functions reliably under any feeding arrangements that permit Trains to run. As soon as possible. as specified in the safety case. When in AM mode. Any failure of safety critical equipment. and if a failure occurs in service the affected vehicles shall be taken out of revenue service at once. tunnels and 85 . Track occupancy. Indications (i) (ii) (iii) (iv) Point correspondence and locking. 4. Train berthing facilities shall automatically open Train doors on the platform side.4. When enabled from the OCC. the local control panel/video display unit shall provide the following functions: (a) Controls (i) (ii) (iii) (iv) (v) (b) Work-station enabled. 4. point setting. and bi-direction control. 4. shall result in the Rolling Stock not being admitted to the revenue lines.
7 Points Trains shall not pass over points in the facing direction unless the points are known to be set correctly and locked.MANUAL OF SPECIFICATIONS AND STANDARDS equipment rooms. provision of accurate information about the Train service to Users. The failure rate of a point machine shall not be more than one failure in one million operations. locking them (in cases where Trains pass over the points in the facing direction). information to utilize staff efficiently. 4. and detecting in a fail-safe manner that the rails are positioned and locked properly. The Train positions shall be determined with the accuracy required to meet the requirements in this specification relating to: (i) (ii) (iii) (iv) (v) (vi) Locking of points.4. and EN 60204-1(1998): Safety of Machinery-Electrical Equipment of Machines. and event recording. The points shall be suitable for being moved and locked manually in the event of failure in the power. The Concessionaire shall provide point mechanisms that are fit for the purpose of moving the switch rails to the required position promptly when required. prevention of collisions between Trains. information to utilize staff efficiently. 86 . The point machines shall meet the following standards.4. The vehicle position detection equipment shall be highly reliable and shall meet the requirements for providing accurate information about the Train service to Users. Outdoor cables shall be steel armored or equivalent. and for event recording.8 Vehicle Position Detection The Concessionaire shall provide equipment for detecting the positions of Trains which is fit for its purpose according to the modes in which Trains may run at that location. The Train detection equipment on the revenue line shall be fail-safe. 4. control or indication system. prevention of over-speeding where a speed limit applies. where applicable: (i) (ii) BS 4575: Fluid power transmission and control systems.
9 Movement of Trains into Uncontrolled Area Concept of “Authorization push button” or other proven system may be used for movement of Trains into uncontrolled area. Also if an additional state is provided for use during re-commissioning. as appropriate. with sufficiently detailed track occupancy information to assist staff at the track-side in joining Trains. 87 . the “disturbed” state shall be indicated to the OCC staff as well as the “occupied” and “unoccupied” states.SIGNALLING AND TRAIN CONTROL The vehicle position detection equipment shall reliably detect not only Trains but any other rail vehicles that run from time to time. this shall be indicated to the OCC staff. If axle counters are used. The resolution of the vehicle position detection system in places where Trains are coupled together shall be sufficient to provide the TSR in the OCC or Depot Controller in the DCC. 4.4.
Chapter 5 Electric Power System .
This should include starting from stand still on the steepest grade under crush load of 8 persons per sq. The traction supply system shall use components and designs proven to be reliable in other similar metro systems. Uninterrupted Power Supply (UPS) shall be provided as per requirements.2 184.108.40.206 5. Third rail system shall be installed throughout the route and part of Depot area. The system shall be designed to meet the traffic and other functional requirements. constructed. shall be demonstrated to the IE by simulation study and proper engineering for the services envisaged considering the possibility of equipment failures / malfunctioning.1. The system shall be so designed as to provide sufficient reserve whereby failure of any one electrical equipment does not lead to dislocation of supply warranting intervention.8 5. negotiating all gradients and curves. ratings and number of equipment proposed to be connected as determined by the Concessionaire through the engineering development. 5.1. Traction Power Supply Sub Stations and Auxiliary Power Supply Sub Stations shall be finalized by the Concessionaire in consultation with DISCOM.1. The short circuit levels and load flow studies on the system during normal and abnormal working and failure conditions shall be determined and coordinated for his design of the Traction Sub-station equipment/Power distribution and RSS arrangements.1 5.4 5. commissioned and operated by the Concessionaire for the Rail System.1.1 General This section lays down the standards for design and performance and general features of the High Voltage (HV) Electric Power System to be designed. The electric power load to be connected shall comply with the AP TRANSCO/ DISCOM Regulations for electrical loads.m of standing space with all seats occupied.3 5.1. The Concessionaire shall supply and commission the SCADA System equipment for the control and monitoring of each high voltage electrical power supply system switching and protection equipment and AP TRANSCO supplies. The traction system should be sufficient to operate the Trains at designed speeds over the operating routes.1. The capacities. shall be applied for and procured from the DISCOM.6 5.1. A power supply network exclusively for the Rail System to which no other consumer connection is given.Chapter 5 Electric Power System 5.9 91 .5 5.
Transformers in receiving sub-station shall be provided with on load tap changer. associated 33kV distribution cable network and DC traction section feeders via track cabins and disconnection switches.10 The traction system should not generate. to the required voltage.2.13 5.2.11 5.14 5. The Concessionaire shall operate and maintain the connections between AP TRANSCO Switching Station and the RSSs and the RSS structures and electric power system equipment. Concessionaire may use transformers in ASS and TSS with off load tap changers.2 5.1.1 5.MANUAL OF SPECIFICATIONS AND STANDARDS 5. or risk dangerous interactions with any other system. HV Supplies (a) (b) High Voltage supply and Traction Sub Station power supply arrangements shall be finalized by the Concessionaire.2.2 5. 5. The level of automatic reconfiguration will be as required considering the importance of power supply net work.1. Manual supervision of the HV network shall be by the Engineering Controller located at the OCC.3 5. During any loss of supplies.4 LV Supplies HV Auxiliary Power Supply Systems shall be suitably transformed at each station. reconfiguration of the traction system shall be transparent to normal Train service operation. 5. and fire detection and suppression shall be generally as per NBC-2005. Egress/fire evacuation measures shall be as per NFPA-130 edition.1. System Overview The Concessionaire shall provide a SCADA System for the management of HV net works and BMS for LV networks.2. All 33 kV cables shall have FRLS outer sheath.5 Earthing and Bonding Earthing and bonding shall be provided for the electric power system 92 . the SCADA system shall automatically reconfigure the arrangement of the networks. The Concessionaire shall develop the system with the approval of the local fire safety organization. Facilities/controls should be provided to manage and control safely the electric traction system in all foreseeable conditions.2. The SCADA shall control and monitor receiving traction and auxiliary power sub-station.12 5.1.1.
4 Cables All HV power cables shall be XLPE insulated or equivalent.ELECTRIC POWER SYSTEM 5.3. 5.3. The Concessionaire should ascertain actual variations in the recent past and should also provide suitable surge protection equipment/system. In constrained areas FRLSOH cables shall be provided. Where protection is required suitable ductwork shall be provided. giving due consideration to energy conservation.6 Augmentation The system design shall permit augmentation by way of adding main power transformers and traction transformer rectifier sets. as follows: (i) (ii) Voltage: Uc +10% /-12. 93 .1.7 Bunching of Trains The system shall permit operation allowing bunching of crush loaded Trains in an Emergency when headway may get reduced to 120 seconds.1. All critical. 5. Control and Power cables shall be separated throughout the route.1.5%.3.3.1. 5. and frequency.3 Harmonic Disturbance The total harmonic disturbance to AP TRANSCO – DISCOM HV distribution network shall not exceed the UK Engineering Council Recommendation G5/4.5 HV Power Supplies The Electric Power supplied by AP TRANSCO shall generally be. 50 +/.2 Power Factor The overall power factor of electrical supplies taken by the Electrical Power system shall be in accordance with AP TRANSCO stipulations.3% Hertz. 5. 220.127.116.11.3 5.1. duplicate and/or ring main cables shall be routed separately so that damage to one cable/route will not compromise performance and safety. All cabling and protection equipment shall also comply with the IEC/EN standards as a minimum requirement.1 5.1 Design Criteria General Voltage Unbalance The overall supply voltage of electrical supplies taken by the Electrical Power system shall be in accordance with EN 50163. 5.1.3. where Uc is the nominal voltage.3. in accordance with IEC 60332 – Part 3 and NFPA 130.
MANUAL OF SPECIFICATIONS AND STANDARDS 5. Two transformers shall be provided in each ASS.1. Traction sub-stations (TSS) shall be set up for feeding DC power supply as per design to the third rail.3. IEC 66044-3.2 Switchgear HV switchgear shall be Gas Insulated Switchgear (GIS) in accordance with IEC 60056. The number.3. shall provide the protection scheme logic.2 5. They shall be distributed all along the line so as to be evenly loaded so that the line will not be subjected to voltage levels unacceptable to the Rolling Stock in the event of shut down of a TSS. The scheme for protection shall be fully coordinated.3. The zones of protection shall overlap providing back-up protections. based on micro-processor technology.2.2. IEC 60298.3.3 5. 5.4 An interlocking and protection scheme that prevents inadvertent or spurious re-energisation of the supply shall be ensured. IEC 60186. IEC 60517.3 Electrical Protection Systems Protection facilities with fast discrimination and reliable operation. The Concessionaire shall ensure that discrimination between all forms of Station substation protection are such that equipment failures cause minimum disruption to the Rail System operation.3.3. 5.2.3. 5. TSS may be installed for stations and one for the Depot. Traction Power System Traction supplies shall be distributed at 750V DC or as per design voltage in accordance with IEC 60850. 5.1 Auxiliary Supply Substations (ASS) Power Transformers Power Transformers shall be in accordance with EN 60076. configured for redundant operation.8 Communication The Concessionaire shall arrange direct line voice and data communications facilities between the AP TRANSCO and the OCC to enable good management of the power supply to the metro system.3.2 94 .3. IEC 60376. LV Switchgear shall be in accordance with EN 60439 – 1 and 60947-1/-/5. capacity and configuration of the traction sub stations shall be decided by the Concessionaire in consultation with the IE to meet the overall reliability. 5.3.3. Railway Applications – Supply Voltages of Traction Systems.2.1 5. 750V DC Stringer type of current collection systems shall be provided in Depot. availability and technical requirements.
Optimum number.4. (d) (e) (f) 5.2 5.1 Power Supply System Both the sources of supply and transmission and distribution networks shall be reliable.3 (c) (d) (e) 95 . Third Rail system and equipment with a proven history of service on similar Rail Systems shall be employed. The design shall be based on the performance requirements and actual capabilities of the equipment to be supplied.3.ELECTRIC POWER SYSTEM 5. The third rail is designed so that in the event of a single failure of a mechanical element the system shall not cause a hazard and wherever practicable allow continued operation of the Rail System. with adequate redundancies built in. The system shall provide for: (a) (b) Integrity of traction and auxiliary power supplies. and the ability to restore supplies rapidly. OCC shall have the control to trigger an Emergency deenergizing of the entire line or a section there of. Economy in traction energy consumption by regenerative braking. This rating shall be achieved without exceeding the Third Rail conductor maximum temperature. Ability to re-start services as rapidly as possible after a total failure of traction current supply. Control and monitoring of track circuit breakers provided for energizing the third rail shall be carried out from the ATS part of the OCC. The third Rail and interface equipment shall be protected from switching surges and lightning strikes.3. It is necessary to obtain power. at least one supply at high grid voltage of 220 or 132 or 66 kV from grid sub-stations. The Third rail conductor shall comply with international standards and shall have a continuous rating commensurate with power supply rating in still air at the highest maximum ambient temperature and solar radiation levels to be expected on the Rail System. Additionally. including the Depot UPS shall be so designed as to support the system operations as per the operating plan. 5.4 5. particularly to absorb a short-term overload caused by a large share of the Rolling Stock starting within a short period of time. The power supply system.3 Third Rail (a) (b) (c) The third rail design shall be in accordance with BS 7865.4. capacity and location of sub stations with minimum occupation of space at grade.4. EN 50122-1 and EN 50122-2. Well designed sub-station buildings.
fire fighting system. signalling & telecommunications. They shall cater to the following: (i) (ii) (iii) (iv) (v) (vi) Essential lighting.4. essential Station facilities as well as for supporting essential loads of all E&M equipment. security system. Failure of one utility supply point/interface.1 SCADA System The main function of the Supervisory Control and Data Acquisition (SCADA) 96 . including power failure. Abnormal power supply system configuration caused by out right failures of equipment including feeders. circuit failures and failures of transformers and rectifiers. 5. lift and escalator operations. and 5. The UPS system shall provide high quality AC power to very essential loads under normal and abnormal utility voltage conditions.MANUAL OF SPECIFICATIONS AND STANDARDS (f) Capacity for future system extension without extensive alteration to the existing power supply systems and service interruption on the existing part of the Rail system. even if one of the 132 kV or 220 kV supply fails.4.4 The power supply system shall be designed for normal operations and contingency operations. fare collection system. local operation from the substations and manual operation directly on the component. (g) (h) 5. Power feed back from regenerative braking. Switchgear and circuit breakers shall be able to operate on three levels: remote control from OCC.4. Failure of one traction sub-station.6 5.7 (vii) UPS loads. System should be designed for ultimate capacity of operation.5. Standby Diesel Generator (DG) Sets Standby DG sets shall be provided at the Stations. The following non-coincidental contingencies shall be assumed: (a) (b) (c) (d) (e) Worst case Train delays and Train bunching.4.5 UPS system shall be installed to support power supply loads for Depots. 5.5 5.
and individual control.2 The functions provided by the SCADA shall include: (i) (ii) (iii) (iv) 5. including: (i) (ii) (iii) (iv) AP TRANSCO bulk power supply feeders. Two hot-standby redundant servers shall acquire real time equipment status from the Remote Terminal Unit’s (RTU). Any System reconfiguration time shall not exceed 10 seconds. displaying the entire Traction Power System and Auxiliary Power System.5 5. The System shall monitor the entire Traction Power System and Auxiliary Power System and automatically reconfigure the equipment in the event of a failure or maintenance activities. including traction transformer on-load tap changer. mimic panels Digital Light Processing (DLP) unit or other systems. Any change of state of an input shall be reported at the OCC within 4 seconds of the occurrence. conforming to the Specifications set out in this Manual. warnings or alarm information generated automatically by the selected equipment. including but not limited to: (i) (ii) Change of state of RTU input parameters. The SCADA shall provide monitoring and both manual and automatic control of the power equipment.5.4 The OCC equipment shall comprise the Engineering Controller workstation.ELECTRIC POWER SYSTEM System is to provide remote monitoring and control for the traction power supply system from Operations Control Center (OCC). so as not to affect safety or normal operation of the metro services. 5.7 97 . sequence of control and time schedule control. RSS equipment status and switching. 5. process operator commands and perform the core SCADA functions.6 5.5. (a) A central recording system shall be provided to record the following events. events designated as alarms .5.5.5. and metering. reconfiguration of the power supply system. The SCADA system shall record any events caused by faults.3 Data acquisition and processing from the Remote Terminal Unit (RTU). provision of Man Machine Interface (MMI) for operator monitoring and control.5. 5. malfunctions. alarm processing.
Events shall be given an order of priority to allow them to be classified.9 Depot Equipment Emergency vehicles capable of working under ATP shall be provided in Depots for faster and efficient response in the event of break down of power supply.5. The RTU shall interface with the Remote Input/Output (RI/O) units of which the field equipment to be monitored or controlled are connected. and Non urgent – this type of fault shall be dealt with in a more convenient manner while more urgent events are dealt with first. 98 . sorted and filtered. Power Installations exceeding 1 kV AC. substations. For the event of loss of the OCC. e.6. Urgent – this type of fault shall require reasonably prompt.8 Sub-station Equipment An RTU shall be provided at each RSS and ASS sub-station to communicate with the central SCADA servers.g. equipment malfunction. Subject to the requirements of the operations plan. etc. 5. The Concessionaire shall engineer the earthing system on the basis of safety for people against hazardous touch and step potential and fire hazards and in accordance with provisions of IEC-61936. Part 4-41. (ii) (iii) 5.2 System Earthing Earthing and bonding equipment shall be embedded in the civil structures.1. and system generated messages.Protection for Safety against electrical shocks. System protective earthing for providing electrical safety at Stations.MANUAL OF SPECIFICATIONS AND STANDARDS (iii) (iv) (v) (b) faults.6 5. and NFPA 130. IEC 60364-4-41: Low voltage Electrical Installations. A Local Control Panel shall be provided in each sub-station for the monitoring and control of all the equipment associated with a particular RTU. control actions. This type of event shall not directly result in any degradation of the normal operation of the metro services.6. 5. events shall be classified as: (i) Emergency – this type of fault shall require instant attention in order to minimize interruption of the normal operation of the metro services or the risk of injury to people. a fall-back arrangement shall be provided to enable the supervision of the entire Electric Power System.1 5.. though not instant attention in order to minimize interruption of the normal operation of the metro services.5. line-side buildings shall be provided.
and the like. 5.6. shall be connected to a common Structure Earth.7 5. 99 .3 The Earthing system shall conform to EN 50122-1. providing redundant connections to Auxiliary Sub-station (ASS) at each station.6. Depot and Line-side structures shall comply with the BS 7430 Code of Practice for Earthing.7. The conductance of Earth Systems and deep earth shall meet the criteria of Table 5.ELECTRIC POWER SYSTEM 5. approximately two beam lengths. slab-track bed.4 At Stations and line-side structures. Table 5.7. Down conductors fixed to viaduct columns.4 Earth System conductance Location Traction Substation Stations. The Earthing System for Stations. Cable route diversification shall be provided.4.0 Siemens/Km 2.1 5. depot and buildings Structure Earthing (Viaduct and tunnel) Earthing System conductance to deep earth 2.6 Insulation Coordination Equipment shall have insulation levels according to EN 50124. handrails.1 Performance Specification Auxiliary Power Supply System The Concessionaire shall provide a 33 kV 3-Phase ring-main circuit within the Rail system infrastructure. connecting the Structure Earth mat/spike to the viaduct bus bar may be provided as aluminium. Protective Provisions against the effects of stray currents caused by DC traction systems.6.1.5 Structure Earthing System for viaduct sections of the track The equi-potential bonding of the metallic re-inforcing in stations and lineside buildings shall be connected to the associated Building Earth System specified in Chapter 11.0 Siemens/Km 0. copper earth mats and connecting conductors shall be used. Railway ApplicationsFixed Installations.6. Depot and on-line equipment rooms. and the Bonding of metallic re-inforcing in viaduct structures.6. Viaducts shall be sectionalized at. 5.6. Railway Applications – Insulation co-ordination.2 Siemens/Km 5. Protective Provisions Relating to Electrical Safety and Earthing and EN 50122-2. 5.Railway Applications-Fixed Installations.
Transformer and rectifier shall conform to IEC 61000. record power consumption and maintain a log of events. Sections should be double end fed from Traction sub stations (TSS) except the sections towards a terminus which is single end fed. Each ASS shall be supervised by the Engineering Controller at the OCC. separated by gaps in conductor rails. Each TSS shall have transformer-rectifier sets of suitable capacity with provision for an additional set to be installed at a future date. From the TSS. Traction sub stations along with Auxiliary Sub-Stations (ASS) shall be located in the close vicinities or in the station building inside a room. TSSs shall be sized to accept suitable power over load (minimum 50%) for a duration of 2 hours.MANUAL OF SPECIFICATIONS AND STANDARDS 5. Each transformer and associated switchgear shall normally supply part of the ASS load and in the event of a failure or maintenance activities. DC cables of required voltage capacity shall be laid up to third rail and return current cables shall be connected to running rails. Number of cables required depends on power requirement.7. via the SCADA System.2 5. The SCADA System shall automatically re-configure the Auxiliary Power System during failure and maintenance activities alarm the Engineering Controller.2.7. in order to supply DC voltage as per design to the third rail.7.3 5.7. Depot traction supply shall be isolated from main 5. Additional ASS shall be located at each maintenance Depot.2 5.1. Single phase XLPE insulated cables with minimum 400 mm sq.4 5. and to ensure uninterrupted power supply to Depot in non revenue hours when power block is availed on the main line. one transformer shall automatically assume the full load of the ASS.2. Self-cooled. it can be underground with safety features as per rules / regulations in force. When located outside.7.7. EN 50328 and EN 50329. The ASS control panel fast acting protection equipment shall monitor the transformers and switchgear performance and immediately enable the isolation of defective equipment.2.7. Traction Power System Traction current shall be supplied to lines in sections. cast resin dry type transformerrectifier shall be provided for indoor application.7. IEC 60146. copper conductor or equivalent or more as per design requirement shall be provided for transfer of power from TSS to third rail. Traction Supply Arrangements in Depot In order to prevent leakage of return current to Depot area.3 100 . EN 50318.104.22.168 22.214.171.124 5.7.5 5.1 5.2 Two ASS transformers shall step down the 33 kV 3-phase to 415 V 3-phase and 240 V 1-phase supplies.7.
ELECTRIC POWER SYSTEM
line supply by providing a separate traction sub-station for Depot area. Tracks of Depot area shall be isolated from main line through insulated rail joints. Remote controlled sectionalizing switches shall be provided to feed power from Depot TSS to mainline and vice versa in case of failure of TSS. Track Earthing Panels (TEP) shall be provided at suitable locations in case the rail potential exceeds the prescribed limit of highest touch potential in Depot, which is 60V as per EN 50122-1. In areas where leaky conditions exist, (eg. washing lines, pit wheel lathe, etc.) insulated rail joints shall be provided with power diodes or equivalent devices to bridge the insulated rail joint to facilitate passage of return current. Stringer type / 750V DC current collection system shall be provided in all Depots / workshops. 5.7.4 Traction Return Circuit The running rails shall be connected to the common Traction Power System Neutral at each traction sub-station to provide the traction current return path. Both tracks shall be bonded together at defined locations. Cross-bonding between tracks shall not compromise the broken rail detection provided by Signalling track circuitry. To limit the extent of conducted EMI, electrical connections with the guideway infrastructure metal reinforcements shall be connected to an Earth drainwire.
6.1 6.1.1 General Specification This Chapter lays down the standards and performance requirements for the communication systems to be designed, manufactured, installed, tested and commissioned by the Concessionaire for safe, efficient and reliable operation and maintenance of the systems, transmission mediums and cable routes for the Rail System. 6.1.2 Requirements (a) (b) The communication system shall support and facilitate the functioning of the Rail System. The communication system shall be modern. It should be demonstrated that the hardware and software offered and provided are reliable in the metro railway environment. The system shall provide safe, efficient and reliable operation. The system shall include: (i) (ii) (iii) (iv) (v) (vi) Train traffic control; features to supplement the signalling system; maintenance and Emergency control; Passenger Information System; exchange of managerial information; clock system;
(vii) Station Management System; (viii) Train-borne communication system; (ix) (x) data communication for signalling, SCADA, AFC etc; and uninterrupted power supply to maintain all essential SCADA functions at Stations and control center.
Operationally critical and safe working areas of the Rail System require back-up with alternative communications system being provided.
Connections for each of the above named applications need to be fire walled between each other to provide the maximum security level. The DTS shall provide voice and data communications circuits or bandwidth for the following systems but not limited to: (i) (ii) (iii) (iv) Channels for the Public Address System.1.2 6.2. therefore.2. 6. sub-station.2 6. data circuits for the Closed Circuit Television System.1.6 The NMS functions shall include: (i) Alarm surveillance – monitoring the incoming high speed and low 106 .4 In each Station.3 (v) 6. Signalling. and other data circuits or Ethernet 10/100 ports as required. OCC and the Depot. the bandwidth provided by the DTS shall be matched to the loading required by the data speed of the subsystem’s interfaces. on which a number of other operationally critical systems rely and has to be highly reliable.2. The DTS shall be STM-16 or other applicable transmission network systems to ITU-T standards and capable of transporting all of the user communication interfaces and.5 6. Efficient and cost effective maintenance of the communication net work.1. The DTS also needs to provide a bandwidth management to ensure sufficient transmission capacity for each application to function under all traffic circumstances on the DTS system.1 Data Transmission System General The Data Transmission System (DTS) shall be the primary means of remote communications between OCC stations sub-station and the Depots. a Network Management System (NMS) shall be provided to carry out: (a) (b) (c) Real-time monitoring and measurement of network status and performance.1 6.2. Passenger Information Display System. Clock System.1. SCADA. At the OCC. AFC. 6.1. data circuits for the radio system.1.MANUAL OF SPECIFICATIONS AND STANDARDS 6.2. a Local Area Network (LAN) to Fast Ethernet standard shall be built for local data applications. circuits for the telephone system.2. Security System and the Station Management System. Prompt action to control the flow of traffic when necessary. The DTS shall provide sufficient bandwidth to cater for the data loading required at the present implementation stage and shall provide an additional spare bandwidth of at least 20% of the useable total bandwidth.2.
The workstation shall have a Graphical User Interface using pull-down 107 .2. Further data hubs and routers shall be connected to the Fast Ethernet Switch to form the station LAN. thus providing cable path diversity.2. At every location where the transmission system has to be dropped.2. System Description Fiber Backbone Network (a) To protect against a fiber cut or node failure.2.4 Network Management System (a) (b) An NMS workstation and logging printers shall be provided at OCC. one or several nodes shall provide the interfaces to the subsystems. The subsystems shall be located at different locations along the line and shall be connected via transmission nodes to the optical transmission rings. and provisioning – allocating and administering equipment resources.2. two optical fiber cables running on separate tracks shall be installed.2. (iii) (iv) 6.2.7 At least 20% spare capacity available at the time of system acceptance for future expansion of fiber network.2. 6.3 Fast Ethernet LAN Network (a) (b) A Fast Ethernet/Ethernet Switch shall be interfaced to the DTS to provide the necessary packet-switching based Ethernet interface.2 Data Transmission Equipment (a) (b) The DTS network shall be built on an optical backbone ring. The whole optical backbone network shall form a closed ring with the cables terminating at fiber patch panels at each station and OCC. (ii) performance monitoring and alarm recording – supervising all the network elements with respect to their operational status and performance on a real-time basis.2 6.2. voice circuits and data communications circuits or bandwidth shall be provided.1 (b) 6. The DTS shall be capable of expansion to utilize this spare bandwidth by addition of peripheral interfaces such as new nodes or additional channel cards at an existing node but without re-engineering of the overall system architecture.1. 6.2. failure management – carrying out performance measurement and fault diagnosis to provide the basis for any decision on whether any network control action should be taken.COMMUNICATION SYSTEMS speed signals to activate and deactivate failure alarms. (c) 6.
4. Performance Specification The maximum traffic interruption time for any required service bit rates due to link. from the clear of a failure to the completion of protection switching recovery (in case of reversion switching). an incoming high speed STM interface. optical data modem and data modem. 6.2.4. from the activation of recovery command to the completion of protection switching recovery (in case of non-reversion switching).MANUAL OF SPECIFICATIONS AND STANDARDS menus and icons for user-friendly manipulation of the NMS. Technical Specification Fiber Backbone Network (a) Redundant single mode optical fiber cables between the Communications Equipment Rooms (CER) at each Station. The characteristics of single-mode optical fiber cable shall follow ITU-T G.2. on-line equipment rooms and the OCC.4 6. but not be limited to. the following timing sources: (i) (ii) An external GPS based timing reference.126.96.36.199 6. and re-framing time required by PCM equipment including SDH equipment. 6. 108 .2.1 (b) (c) 6. flexible multiplexer.3.3. shall be installed using separate physical routes.2 DTS Network (a) The transmission network equipment shall be capable of deriving the synchronization timing signals from.652. It shall include time for protection switch completion time with the sequence of events below: (i) (ii) (iii) (iv) From the onset of a failure detection to the completion of protection switching. node or any other failure shall be less than 50 milliseconds.3 6.2.2 The absolute group delay at the frequency of minimum group delay should not exceed 600 microseconds taking into account the worst delay scenarios. (c) On-site local maintenance functions shall be possible by using a laptop PC.5 The DTS shall conform to the applicable ITU-T and IEEE standards and shall also fulfill the EMC standards EN55022 class A and EN50082-1.2. The optical fiber cables and the connectors shall follow IEC793 and IEC874. 6.
a single node/link failure shall not cause a complete loss of synchronization reference to any transmission network nodes. When failures of synchronization at a source occur.782. and incoming STM to outgoing STM signals. under the criteria as stipulated in ITU-T G.COMMUNICATION SYSTEMS (iii) (iv) (b) an incoming E1 signal carrying traffic with external synchronization interface. The priority of the synchronization sources from high to low shall be the GPS. but not be limited to. the following synchronization modes: (i) (ii) Internal Clock Mode. The SDH equipment shall provide user-selection of synchronizing the outgoing STM signal in one of. that is. The priority list and the synchronization source currently used by the equipment shall be retrievable via the operation/services interfaces. The network element equipment shall provide manual switchover to a (f) (g) (h) (i) (j) (k) (l) (m) (n) 109 . EI signal and the internal clock. (c) (d) (e) When all incoming timing reference is lost. The SDH transmission network equipment shall have the ability to switch to another timing reference if the selected timing reference is lost. The network element equipment shall support programmable prioritized synchronization source selection scheme covering all available synchronization sources. and an internal clock. the equipment shall be capable of entering into holdover mode. The synchronization plan shall prevent repeated switchovers of synchronization sources automatically when intermittent / frequent failures occur in the clock sources. The network element equipment shall be able to monitor all failed and normal synchronization source(s) and select the one available with the highest priority. The automatic re-configuration of synchronization source shall not cause any interruption or generation of errors in any low speed and high speed signals being transmitted by the network element equipment. the STM interface. The synchronization network shall be protected against single transmission network node/link failure. the equipment shall be able to select automatically a lower priority source to prevent loss of synchronization. Engineering of the synchronization network plan shall ensure the normal functional operation and no voice performance degradation of the inter-telephone switch communication.
GUI shall be provided for user-friendly operations. (b) (c) 6.4.4 Network Management System (a) The Network Management System shall provide advanced Operations. Switching hubs and routers shall be used to connect the Fast Ethernet Switch (FES) to form the Station LAN.2.4. circuits configuration and mapping. (o) Facilities shall be provided at the network element equipment to monitor the performance of the derived synchronization timing signals and report the corresponding alarm conditions to the NMS. (p) (q) 6. The time source shall be the Global Positioning System (GPS). 110 . etc. Maintenance and Provisioning (OAM&P) functions such as synchronous source configuration.3 6.3 Fast Ethernet/Ethernet Network (a) Each of the Stations and OCC shall have a Fast Ethernet Switch (FES) to be interfaced with the Add Drop Multiplexer (ADM) to provide the necessary packet-switching based Ethernet interface. Each DTS shall provide service interface for local network management via portable service terminal.MANUAL OF SPECIFICATIONS AND STANDARDS specific synchronization source irrespective of its priority in synchronization sources selection. line and circuit protection switching. alarm and event reporting and printing. network data flow and traffic control. Manual switchover to a failed synchronization source shall be prevented by the equipment.651. (b) (c) (d) 6. The NMS shall be synchronized with the timing of the master clock via a LAN interface using Network Time Protocol (NTP). The characteristics of 50/125¼ multimode graded index optical fiber cable shall follow ITU-T G.2. Administration. Each DTS node shall provide operation interface for centralized network management at the NMS. The synchronized time information shall be displayed on slave clock units and provided to other interfacing systems via the Data Transmission System. The characteristics of LAN and WAN cables shall follow ISO/IEC 8802-3.3.1 Clock System General The Clock System shall provide synchronized time for the whole Rail system.
with an accuracy of ±0. The displayed time of all display clocks in the public area shall be to the minute. and Direct Line Telephone (DLT) service for staff – mainly for controllers to call destination party using one-touch buttons on the telephone sets for faster access. Help points shall also be provided for Users and adequately displayed. 6. Each of the systems that requires synchronized time information shall be connected to the OCC or station LANs and obtain the information using the NTP.4. Number of clocks. as the common time source distributed throughout the Rail System.188.8.131.52.3 Telephone System General The telephone system shall be provided to the staff working on Rail system. type of clock.1 6. (b) (c) 6. a Station Master Clock Unit shall receive the time information from the DTS and shall convert it into synchronization pulses for the station slave clock units.2 6.e. The system shall be able to support the required number of display clocks plus at least 20% spare capacity for each location.2 System Description At each Communications Equipment Room(CER).3..1.4.3 Performance Specification (a) (b) (c) The free run accuracy of the master clock units shall never be more than 30 milliseconds different from the GPS reference. The system shall have a minimum accuracy of 1 second a day when they do not receive signals from the master clock.1 Display Clocks (a) The displayed time of all display clocks in the non-public area shall be to the second. i.4 6. Staff telephone services to be provided shall be divided into two types: (i) Private Automatic Branch Exchange (PABX) service for staff – this shall require the staff to dial the extension number to call the opposite party.1s per 24 hours to the reference.1 6.3. The display clock shall be provided at all important locations as a minimum requirement.4.COMMUNICATION SYSTEMS 6. digital or analogue and mounting method shall be determined by the Concessionaire. Network time synchronization over the data network shall be using NTP.3. 6. (ii) 111 .
1. On failure of AC mains. This shall allow pre-selected extensions to access the PSTN or vice versa. depot. and major plant rooms in the OCC.4.2. logging printers and mass storage devices shall be provided in the network management room of OCC.2 184.108.40.206 220.127.116.11 6.4.4. system database.4 DLT service shall have higher grade of service than PABX service when calling between telephones switches.4.10 6. offices.4. System Description A highly reliable digital telephone main and satellite exchange system shall be installed to provide communications to digital and analogue telephone sets at the OCC-administration building-Depot workshops. Performance Specification The telephone system shall conform to applicable ITU-T standards. Normally each telephone system shall be powered by the AC mains from UPS.MANUAL OF SPECIFICATIONS AND STANDARDS 6. Technical Specification 6. The main switch shall have connection to the public switched telephone network (PSTN). it shall switch over to DC battery back up to support 2 hours of operation as minimum. Depots and Stations.18.104.22.168. The telephones at the substations shall be connected to the nearest Station or OCC Switch via the DTS system.2. A network management computer with a workstation.3 6. A centralized voice mail system (CVMS) shall be provided and integrated with the switch to enable PABX users to leave. Locations to be equipped with telephone sets shall include control rooms.2.2. retrieve and broadcast voice messages to and from this single message centre.2 6. A digital central voice recording system (CVRS) shall be provided in OCC to record all telephone conversations of all controllers in OCC.6 6.4. Surge protection shall be provided in each switch. the Stations and the traction power substations.22.214.171.124 6.4.4 112 .1 6.1.8 6. call centers and attendant consoles. The main switch shall have interface with the central radio switch to handle the radio call patching function for the control superintendent (CS). Satellite exchanges provide analogue and digital ports for the subscriber at the Stations.9 126.96.36.199. stations.5 6. the terminals.4.3 6. The link between the main switch and the satellite switches shall be using digital trunk lines at E1 level or Ethernet IP.2.1 6.
1 CVRS shall provide recording of telephone conversations of all controllers as well as the audio signals of the Emergency public address announcements made from OCC and all radio communication from OCC to stations and Trains. Pan/Tilt/Zoom (PTZ) cameras with variable focal length lens with adjustable orientation in both the vertical and horizontal directions. in the ISF office at the Concourse.4.4. Operators with CCTV monitoring functions shall include: (a) (b) (c) (d) (e) (f) (g) Station Controller (SC) in the Station Control Room (SCR).1 6. At each station. At the OCC. entrances and exits.5. 6. 6.COMMUNICATION SYSTEMS 6.4 113 . It shall be a digital system providing sufficient capacity for recording up to 3 days before overwritten. Station security services. CCTV control panels and monitors shall be provided to the SC. ticket gate areas.2. CS.4. the Depot and Stations.3 6.2.1 System Description Two types of cameras shall be provided: (a) (b) Fixed cameras with fixed focal length lens and fixed orientation.5. a digital video recorder (DVR) shall be provided to locally record selected camera pictures. and the Depot conditions.5.2 6.1 6.5.5. TO .1.1. evacuation routes and cash transfer routes. safety and crowd control purposes is necessary.5.when the Trains are stationary on the platforms. The CVRS shall also have the facility to transfer the recorded audio to removable archive for long term storage.2.2 Cameras shall be located at areas where monitoring for security. Control Superintendent (CS) in the OCC.5.5. Depot Controller (DC) in Depot. supervision and maintenance functions for the entire telephone system.2.4. station security and PS to select and view camera pictures.2 6. DC. TC. escalator landings. The network management computer shall provide control. Closed Circuit Television General The closed circuit television (CCTV) System shall provide video surveillance and recording function for the operators to monitor each station. Traffic Controller (TC) in OCC. inside elevators.5 6. help point areas. These shall include station platform areas. Platform Supervisor (PS) in the Platform Supervisor Booth. 6. At the OCC a DVR shall be provided to remotely record selected camera pictures from all stations.2 6.
114 .2. but a combination of Stations. The coverage areas shall include all the Depot entrances and level crossings. Performance Specification Equipment and cables shall be selected with the appropriate specification to engineer and build a CCTV system which meets the system performance standard.188.8.131.52 6.MANUAL OF SPECIFICATIONS AND STANDARDS 6. which interacts with the PA Control Module (PACM). and a music port from CD player for playing background music at the Stations shall be provided.6 6.1. which fulfill the requirements specified as follows or shall be a client software installed in the SMS PC.6.5.2 6. SCR and selected number of telephone subscriber by pre-recorded messages or verbally by a Controller. System Description Station PAS (a) An Audio and Selection Panel (ASP) shall be provided at all SCRs and PSBs.5 The Depot CCTV System can be an integrated or stand alone system for the Depot controller to monitor and record the conditions in the Depot.5.1 6. The CS shall not only be able to select the Station as a whole for PA broadcast. terminals and Depot shall be possible from OCC. Announcements to the PAS located at Stations. A Digital Voice Announcement System (DVAS) shall be provided for pre-recorded message announcement.3.6.3 6.5. All operational menus on screen shall be shown in English.1 6. The announcements shall also be sent for broadcast on the Trains via the Radio System. 6.2.2 OCC PAS (a) (b) An ASP for the Control Superintendent (CS) shall be provided to broadcast message to the selected stations or to all Trains. The ASP shall be either a dedicated device.1 (b) (c) (d) (e) 184.108.40.206.2. shall have a pre-defined priority to which the system shall broadcast accordingly. Audio input ports for broadcast from OCC.6 6.2 6.6. Public Address System General PAS shall allow the operators at Stations and OCC to make announcement to the Users while they are in the Station areas. The different broadcast sources which may be sent to the same PA zones.
4 Pre-recorded Message Announcement and Recording (a) (b) A DVAS shall be provided for pre-recorded message announcement and recording. The variations of SPL within a PA zone shall not exceed ±3 dB.6.1 6. The intelligibility of all PA announcements shall achieve a minimum Rapid Speech Transmission Index (RASTI) of 0.5 Interface to Radio and Telephone System All required interfaces to the Radio System and PABX system shall be provided to allow for selected user to make announcements on pre-defined zones from selected telephones and handheld radios. 6.6.2. Performance Specification The Sound Pressure Level (SPL) of PA announcements shall be maintained between 10 and 15 dB above the ambient noise level.6.3. Total harmonic distortion of the whole system shall not exceed 3% at full rated output.5 6.3 Depot PA system A stand alone or integrated PA system shall be provided for the Depot Controller (DC).5 for 90% of areas. The frequency response of the system shall be from 200 to 12.COMMUNICATION SYSTEMS 6.2 and 2 m above floor level.3. 6. preview and broadcast new messages on a real-time basis.3.6. (c) 6.2.3 6.6. The remaining 10% of areas with RASTI below 0. power amplifier.2.6 At least 20% spare capacity shall be available at the time of system acceptance for future expansion of the DVAS. The Station Controller (SC) shall be able to activate broadcast of a minimum of two simultaneously pre-recorded message apart from making live announcement. and 300 to 8000 Hz at the Depot area.2.3.3 6. Total hum level shall be at least 80 dB below full rated output. 6.7 115 .6.2 6. matrix input and output.6. The peak SPL of the system shall not exceed 90 dB (A) ± 5 dB and the lowest value shall not fall below 70 dB (A). The reference height of the measurement shall be between 1.6.000 Hz ±3 dB.40 shall only be scattered uniformly among the Station areas and shall not form clusters of appreciable size.6.4 6.6.3. selection button and associated control cables of ASP.3.6 6. SC and OCC MMIs shall have the facility to record. This shall be measured with the automatic noise sensing equipment disabled.6.3.6.
4.7 6.6. trackside and Depot areas.1.1.6. The processing and switching time contributed by the PA equipment shall be less than 250 milliseconds for any type of command.7. Control Superintendent (CS) in OCC and Users on the Trains (one-way announcement). Depot Controller (DC) and the TOs when the Trains are within the Depot areas.8 6. Engineering Controller (EC) and O&M staff carrying hand-portable radio sets at the trackside.7.1 6. and Between Operation and Maintenance (O&M) staff issued with handportable radio sets at stations. Fire resistant Low Smoke Zero Halogen cables shall be used to maintain the circuit integrity in case of fire. All configuration data of the equipment shall be stored in non-volatile memory.6. DC and staff equipped with hand portable radio sets in the Depot areas for Depot security purpose.6.7.3. 116 .3. All PA equipment in equipment rooms shall be rack-mounted on equipment cabinets conforming to EIA 310-C.2 6.MANUAL OF SPECIFICATIONS AND STANDARDS 6.1.9 S/N ratio of the system shall be better than 40 dB.4 6. Wireless voice communications channels shall be provided between the following parties: (i) (ii) (iii) (iv) (v) (vi) Traffic Controller (TC) in OCC and the Train Operators (TO) for Train regulation purpose in the running lines.1 (b) (c) (d) 6. 6. 6. Technical Specification General Requirements (a) The characteristics to be specified and the methods of measurement for the equipment shall be in accordance with IEC 268 Part 1 to 17 – Sound System Equipment.1 Radio System General The Radio System shall provide wireless voice and data communications channels to support the operational and maintenance requirements of the Rail System.3 Wireless data communications channels shall be provided for the CS to send out visual messages to the display boards on the Trains (together with the central Passenger Information System (PIS) and Train borne communications system).7.
2 6.7.2. O&M staff carrying hand-portable radio sets shall be able to communicate with one another or with the EC and DC on a talk group basis.7. The TO shall also be able to initiate a radio call to the TC. and operation and maintenance (O&M). All radio communications (including private calls) between controllers in OCC and the DC in the Depot with other radio users shall be recorded by the Central Voice Recording System (CVRS) of the Telephone System located in the equipment room in OCC. TETRA system.220.127.116.11 6. or the Central Radio 6. other proven digital radio systems) offering high reliability. RCPs shall also be provided to the CC in OCC and the DC in the Depot for the two controllers to make radio communications using the respective talk group.7. The CS shall be provided with a suitable radio control panel.2.2. A Radio Control Panel (RCP) shall be provided for the TC as a fallback means to make radio calls to communicate with the TO in case the RDW fails. fast call setup.1.COMMUNICATION SYSTEMS 6.g.10 6.11 117 .5 6.7.6 6.8 6.4 The signalling system shall provide the transmission of the status of the operation of the Emergency Brake on the Trains to OCC through signalling and radio.18.104.22.168.3 At the OCC. In case the linkage between the OCC and stations fail. a group of Trains.2 6. or all Trains.7.2.9 6. Transmission made in one talk group shall be repeated to all radio users who have selected the same talk group. It shall support both voice and data communications.7 6..22.214.171.124 6. Radio channels shall be assigned for different functions including: (i) (ii) (iii) (iv) Train PA broadcast. the CS in OCC shall be able to make PA announcement or send visual messages respectively to the Trains via the Radio System. 6. The TC shall be able to call a particular Train. message display on Trains. Depot operation. flexible call configuration and dynamic channel assignment to efficiently utilize the radio channels. Through the central PA System and central PIS.7.2.2. System Description The Radio System shall be a digital trunk radio system (e.7.7. a Radio Dispatcher Workstation (RDW) shall be provided for the TC to make radio communications with the TO on the Trains.
126.96.36.199.3. The required signal strength for 95% of the time measured at 95% of coverage area for any interval of 100 m for trackside coverage and any 40 m path for Station and Depot coverage shall be better than – 97 dBm. Emergency calls received shall cause the RDW to produce a flashing indication and a special audible alarm signal.3 6. 6.3. normal priority radio calls shall be established. The data transmission rate of the radio channel shall be a data rate of 7.2 kBits/s.8 kBits/s data transmission capacity. 6.7.7. The measurement shall be made at the point of interconnection to the base station receiver. The uplink signal strength shall be measured providing a mobile transmitter source with vertical polarization located at 1. the transmitter source shall be located inside the Train saloon at the centerline with the Train running at the maximum speed.12 On the Trains. viz.4 6. When there is an Emergency incident. The call setup time shall be better than 0.2 m above the floor level.6 6.7. a mobile transceiver. the Radio System shall be able to operate in a local repeat mode within the coverage zone of the base station. A maintenance terminal shall be provided in the equipment room in OCC for equipment configuration and alarm monitoring.7.5 6.3.7. the measurement shall be made inside the Train saloon at the centerline with the Train running at the maximum speed.8 118 . an antenna and a Train Cab Communications Panel for the TO shall be provided. the TO and TC shall be able to make Emergency radio call which shall have a higher priority in channel allocation.2 m above the floor level.5 s.7 6.3. The required signal strength for 95% of the time measured at 95% of coverage area for any interval of 100 m for trackside coverage and any 40 m path for Station and Depot coverage shall be better than – 97 dBm. The response time on the screen of the workstation shall be better than 0.1 6.7.3. The grade of service shall be better than 3% of average system access delay of 3 s.7.2 6. For trackside coverage.7.2 s. Four combined channels (one carrier) shall provide a max of 28. For trackside coverage. The mobile transceiver shall be further connected to the Train borne PA system and Train borne PIDS to facilitate OCC to send out Train borne PA announcements.3. transmit power +30 dBm.2. Radio calls between the TC and TO shall have two priorities.3.MANUAL OF SPECIFICATIONS AND STANDARDS Equipment fails. During normal Train regulation. Performance Specification The downlink signal strength shall be measured using a standard 0 dBm dipole antenna with vertical polarization located at 1.7. normal and Emergency.3 6.13 6.
The cables shall not exhibit frequency selective properties with which signals of some frequency bands cannot pass through. shall be of the wide band type sufficient to accommodate all the necessary services in the railway.8 6.7. The Train service ID is required to be routed to radio system from ATC system directly or via VCC.3 6. where required.1. and automatic control functions. time schedule control.8.8.2 6. Technical Specification A Train service ID is generated when the Train enters the main line track from the Depot. Station Management System General The Station Management System (SMS) shall integrate the control.7.8.1 6.7.COMMUNICATION SYSTEMS 6. The information shall be displayed on the MMI of the Controllers RDW together with the corresponding Train Service ID for the attention of the TO.3 6.2 6.4 6.4. status monitoring and failure alarm of Station based E&M facilities into a computer based system. However.4. The basic functions required for the SMS shall be as follows: (i) (ii) (iii) (iv) (v) (vi) Acquisition and processing from the remote terminal unit (RTU).1 6. 6.4 At each Station. allow individual and sequence of control.1 6. The priority of different types of calls shall be user configurable using the maintenance terminal in OCC. the Concessionaire shall provide SMS operator workstations and consoles at the Station Control Room (SCR) for the Station Controller (SC) and a maintenance workstation at the Station Computer Room for the maintenance team.3.7. LCX cables to be provided.1.7.1. 119 . The SMS data transmitted to the OCC shall enable the central management of the transit system during normal and abnormal working.9 Different types of radio calls shall have different priorities.1. be radiated or received. The SMS shall interface between system-wide facilities for the provision of data required to assist in the management of a Station.8.8. The application of the Emergency Brake on a Train by the TO shall also activate a status transmission to the Signalling System. there must also be an option of manually keying the Train service ID which is to be used as a back-up in case there is a failure of the automatic interface.4. provide Man Machine Interface (MMI) for operator monitoring and control. alarm/event handling and processing.
8. lighting. A router shall be provided for interface between the OCC dual Ethernet LAN and the backbone transmission network to enable communications among the SMS servers and the OCC operator workstations for the exchange of necessary information. equipment room and security system illegal entries.1 Performance Specification Each RTU shall be sufficiently equipped with input/output points including a 30% spare capacity.1. SMS operator workstations and consoles for Engineering Controller and monitoring by the Control Superintendent shall be provided.7 6. 6.8 At least 20% spare capacity available at the time of system acceptance shall be provided for future expansion of memory storages.8.3.2 6. AFC system. System Description Station Equipment A dual Ethernet LAN shall be provided for the communication between the SMS Servers.6 6.1 6.3 6. The network loading shall not exceed 80% at any time during normal operations.8. hard disk storages. the operator workstations. Fire Alarm Panels (FAPs).8. escalators. and backup control and status monitoring of the connected E and M equipment. the PLCs (Programming Logic Controllers) and the FEP (Front End Processor).2 OCC Equipment (a) (b) (c) One set of single screened operator workstation shall be provided for Control Superintendent for monitoring only. Field RTU shall be used to provide direct hardwire input and output channels.1.8.8. 6.9 6. At Station Computer Room. At OCC.8.1. A dual Ethernet LAN shall be provided for the communication between the SMS operator workstations and the router.1. a Maintenance Workstation shall be provided for software maintenance.2.5 The SMS operator workstation shall be capable of controlling and monitoring the fixed Station E&M equipment. processor power.8.2. 120 . The workstations shall be capable of controlling and monitoring the following operationally critical systems: Status alarms for Emergency and essential power supply.8.8. backup control of the SMS servers.1.MANUAL OF SPECIFICATIONS AND STANDARDS 6. (d) 6. communication links/ports and I/O points. The SMS Servers provided shall be able to handle all required input/output points including a 30% spare capacity.
4 6.. faults. either through hardwired or serial/LAN interfaces.g. Subject to the requirements of the operations plan as reviewed by the IE. e.8. system generated messages. manufactured.4. events designated as alarms. Technical Specification General Requirements (a) The SMS shall be designed.3 6.8. malfunctions.8.8. warnings or alarm information generated automatically by the selected equipment. and (vii) events shall be given an order of priority to allow events to be classified. 188.8.131.52. sorted and filtered. change in the SMS workstation configuration. (ii) Urgent – for reasonably prompt. The SMS shall provide sufficient maintenance related information to the designated maintenance centre. efficient and effective means of remote monitoring and controlling the operation of the Rail system. 6. including but not limited to: (i) (ii) (iii) (iv) (v) (vi) Change of state of remote terminal unit input parameters. though not instant attention 121 .8.2 Specific Functions Requirements The SMS shall receive Train approaching information for each platform and the Train ID of a berthed Train for each platform from the Signalling System and shall trigger the appropriate public address announcement and Passenger Information Display automatically.1 (b) 6. A central recording system shall be provided to record the following events.4. Any control command shall be dispatched from the RTU interface within 5 seconds after the operator’s last key stroke operation.2 Any change of state of a digital input point received from the interfacing systems. installed and commissioned to provide a safe. etc. events shall be classified as: (i) Emergency – for instant attention in order to minimize safety hazards and interruption of the normal operation of the initial system or the risk of injury to personnel or Users.3 Event Records (a) The SMS shall record any events caused by faults.3. control actions. shall be reported at the operator MMI screen within 5 seconds of its occurrence. equipment malfunction.COMMUNICATION SYSTEMS 6.
MANUAL OF SPECIFICATIONS AND STANDARDS in order to minimize interruption of the normal operation of the initial system.8. In case the most allencompassing event is chosen to be displayed.6 Access right (a) (b) Access to the SMS shall be controlled. (b) All data messages transmitted through the SMS network shall be tagged with the time and shall be sorted and logged in time tagged order on the central database.4 Archive and Evaluation System (a) A bulk data and software archive system with removable storage media facilities shall be provided at the OCC for the historical storage of database records. In the event that a particular incident gives rise to numerous SMS events. The action of all login and log-out operations of 122 . (c) (d) 6.4. The nature of all audible alarms shall be accompanied with a corresponding message.8.8. (b) (c) 6. An automatic alarm shall be triggered in the event that the accumulated data and software is stored for more than a pre-defined period without being backed up. this shall be achieved together with all the associated events. Provision shall be made to automatically provide the corresponding station diagram by clicking the alarm line. It shall be possible to modify the access security features only from the highest access level. which is presented on the workstation display. The historical data storage system shall index the storage media to enable rapid retrieval of data by date and time and be capable of event searches based on selectable criteria. and (iii) Non-urgent – event not directly resulting in degradation of the normal operation of the initial system.5 Alarms (a) (b) Audible alarms shall be provided to alert the operator to a problem requiring immediate action or attention.4. only one alarm shall be broadcast at any time.4. (c) 6. all the associated events shall still be recorded with the most all-encompassing event. then the SMS workstations shall be capable of displaying either all such events or only the most important event. Access codes shall be granted to individual persons based upon their task and responsibilities. In the event of multiple events initiating audible alarms. When the all-encompassing event is either cancelled or acknowledged. providing details of the alarm.
All SMS equipment shall be fully protected against the effects of power supply surges and transients. (b) (c) (d) 123 . The display of non-urgent events shall take no more than 10 seconds after the occurrence. 6. protecting any critical equipment. Activation of a control command shall reach any critical systems in no more than 4 seconds. 6. The normal operation of all the remote terminal units shall be verified by the SMS at intervals not exceeding 30 seconds. interface input/output ports. The SMS shall be designed to accommodate future expansions of the Initial System and also to incorporate additional functions and facilities. a corresponding message shall be displayed on the appropriate workstations as an SMS alarm. shall be recorded by date. time and the user’s security access code as an event record. which may also be necessary in the future. The status of any circuit breaker trip.4. The SMS equipment shall be fully protected against the effects due to lightening strikes in accordance with the requirements of any of the internationally recognized standards set out in paragraph 1. as well as any configuration changes to the system. condition monitoring etc. (b) (c) (d) 6. viz Single and Two-value fault locators. Updating of displays shall ensure that no displayed data shall be more than 30 seconds old. An SMS interface to the device shall be provided.4. In the event of any failure or malfunction of a remote terminal unit. No event to be registered on a display shall take longer than 5 seconds for urgent alarms and 3 seconds for Emergency alarms. together with a rapid response by the SMS to control inputs.184.108.40.206 Response Times (a) The display of each process element shall require rapid updates of the workstation displays of the status and event data. within 4 seconds of its occurrence.8..9 Equipment Requirements (a) The SMS configuration shall be designed to achieve very high system availability and to ensure that any single point failure of SMS equipment shall not cause a reduction in SMS performance. such as additional data storage.4.COMMUNICATION SYSTEMS the SMS.8 Fault Locators There are two types of fault locators. shall also be identified on the workstations and recorded in the event record.8.
1 System Description Messages to Stations shall be sent from seven different sources: (i) (ii) (iii) (iv) (v) (vi) The Station Controller (SC) in Stations.3 6. 6.2. The messages from the OCC shall be sent to the stations via the Data Transmission System. and emergency messages such as Station evacuation when there are hazardous conditions in the Station.9. The CS shall make use of this Central PIS Workstation to select pre-defined messages or type in instant messages for sending out to selected stations or to Trains (option).5 124 .9. This shall provide PIS functions for the SC to carry out the necessary operations. the Depot Controller (DC) in OCC.9. above ticket gates and at the entrances.2.2 At the OCC. special operating messages such as informing Users about Train service delay.4 6. Display boards shall be located in station public areas such as platforms. the Control Superintendent (CS) in OCC.9.2. from the signalling system interface.2 (ii) (iii) 6.2. or reminder messages to make Users aware of proper and safe procedures.2.9. At stations. and (vii) a Commercial Information Workstation (CIW). These messages shall fall into the following categories: (i) Normal operating messages related to Train arrival and departure. 6. which shall be an optional requirement. A PIS client software shall be integrated into the Station Management System (SMS) Workstation to be inter working with the SPC.9. The Central PIS Controller will also interface with the Radio System to send out messages to the Trains.MANUAL OF SPECIFICATIONS AND STANDARDS 6.9.1. the control shall be via the Station PIS Controller (SPC).9.1 6. the Engineering Controller (EC) in OCC.9. a Central PIS Controller and Workstation shall be provided for handling central message input and dispatch.2 6.1 Passenger Information System General Passenger Information System (PIS) shall allow the operators to send visual messages to the Users while they are in the Stations.9 6. the Train Controller (TC) in OCC.1. 6.
in case the visibility and temperature requirements cannot be met with above specifications. and : 500C.3.3.1 Train borne Communication System General The Train borne Communications System shall provide the following audio and visual communications facilities on the Trains: (i) One-way announcement from the TO to the Users – using the Train borne Public Address System (PAS).1 6.9. The boards and corresponding software shall support English and Telugu languages. The display boards shall meet the following minimum specification and shall be clearly visible on elevated station platforms: (i) Viewing angle : 160 degrees (horizontal and vertical). as well as be suitable for the environment and installation inside the stations. 6.3.4 (ii) brightness (iii) contrast` (iv) ambient temperature 6. Messages from different controllers shall also have different priorities.3.10. Pre-stored messages shall have normal and Emergency priorities.5 s. This shall be done by the PIS controller interfacing with the Signalling System to obtain the Train arrival information.2 6.1 220.127.116.11.3.10 6.1. with viewing angle of ± 40 degrees. The central PIS workstation and the commercial information workstation shall have a user-friendly graphical Man Machine Interface (MMI) for the operators to perform the required PIS operations. 125 .6 Display boards shall fulfill the viewing conditions. Train arrival information and pass through warning at the stations shall be automatically displayed on the corresponding platform display boards without operator intervention. : 1000:1 or better.9.9. : 1000 cd/m² or better. The message transfer completion time defined as the interval between the operators clicking the “Send” button to the display of the message on the display boards shall be less than 1.4 6.9.2.COMMUNICATION SYSTEMS 6.9.3 6. then high brightness LED Boards with visibility up to 45 m need to be provided. The display of this information shall be simultaneous with the PA system broadcast of the same.9.3 6.5 6. Technical Specification In case of Platforms. Performance Specification Messages displayed on the Display boards shall be capable of being read by persons with normal sight from defined locations in a station or on a Train.
10. news headlines and the like which may be of User interest.10. Train PA broadcast. as well as be suitable for the environment and installation inside the Trains.1. two-way conversation between the TO and the Traffic Controller (TC) in OCC – using the Train borne mobile radio unit.18.104.22.168 6.MANUAL OF SPECIFICATIONS AND STANDARDS (ii) (iii) (iv) (v) (vi) visual text messages from the TO to the Users – using the Train borne Passenger Information System (PIS) (option).10. two-way conversation between the TO and Users – using the Passenger Intercommunications (PIC) Unit. System Description The Train Cab Communications Panel (TCCP) on the driving cab console shall enable the TO to make radio calls. 6. PIC units are provided to allow Users to call the TO for assistance. selection buttons and a visual display.2.4 6. 6.10.1 6. a monitor speaker. Noise sensors shall also be provided in the Train saloon to detect the level of the ambient noise level and send the value to the CCU (Central Control Unit) to regulate the output of the amplifiers so that the resulting sound level of the announcement shall be able to maintain at an intelligible and comfortable level. key-in pre-recorded text messages.2. frequency response: 300 Hz to 7 KHz (0.10. Display boards for the Train borne PIS shall be of the LCD type or other alternatives which shall fulfill the viewing conditions. initiate recorded audio announcement and visual messages.3 6. one-way announcement from the Control Superintendent (CS) in OCC to the Users – using the Train borne PAS and the Radio System.2 The Train borne PIS may also be used to display weather information. It may also be used to display commercial advertisements in the form of full motion video.3 6. two-way conversation between the TO and the Depot Controller in the Depot – using the Train borne mobile radio unit.3. -3dB). The TCCP shall be equipped with a handset. together with the Central PIS and the Radio System (option). and (viii) two-way conversation between the front and the rear cabs. (vii) visual text messages from the CS in OCC to the Users – using the Train borne PIS.2.2 6.10. Performance Specification The performance specification for the Train borne PA system shall be: (i) (ii) Sound Pressure Level (SPL): 9 dB ± 1 dB above the ambient noise level measured between 1m and 2m above the floor level. answer calls from the PIC and carry out intercom call with the opposite cab.1 126 .
as would be required acting in accordance with Good Industry Practice.10.4 6.9 6. and signal to noise ratio: > 60 dB.10.4.4.10. Each piece of pre-recorded audio and visual messages to be sent out to the Train saloons shall be in both English and Telugu languages. The TO may make audio announcement and send visual text messages to Users on the Train using the TCCP.10.4. the identification number of the corresponding PIC shall be displayed on the TCCP and the door lamp outside the Train corresponding to the location of that PIC shall light accordingly.4. without any modifications. If required.8 6.4. After handling the PIC call. 22.214.171.124. 127 .10.5 6. Visual text messages can be a message instantly key-in by the TO on the TCCP or a pre-recorded message selected from the TCCP.10.10.4.11 Train borne communications equipment which will be visible to the Users shall match aesthetically with the interior engineering of the Train saloon.6 6. When a PIC request is made from a User. When the TO answers a PIC call from a User.4. it shall be made through the PA system only in the Train car in which the PIC call request is made. speakers and the display boards. Technical Specification For different types of communications functions on the Trains priorities shall be fixed at the initial stage of the engineering and the system designed accordingly.1 distortion: < 1% at 1 KHz.4. or in just any one form. pre-recorded messages selected by the TO shall be able to be sent out simultaneously in both audio and visual forms. Whenever the TO applies the Emergency Brake.4 6. 6. This shall include PIC.10.3 6.10. the PIC unit shall only be able to be reset by staff carrying the reset keys to terminate the communication path between the Train cab and PIC unit. When the Train starts service.4. The Train borne Communications System shall be equipped with the capacity for the expansion of the Train fleet of the Design year.7 6.10 Commercial advertisement to be displayed on the display units in the Train saloon shall be loaded into the VCC using removable media. the driver shall enter the Train Service ID into his radio unit to allow the Central Radio System to identify the selected Trains during OCC or Depot to Trains radio communications.10.2 6.4. the status shall be sent via the radio system and the signalling system to the OCC.COMMUNICATION SYSTEMS (iii) (iv) 6.
1 Office Automation and Information Technology General The Office Automation (OA) System shall provide the network infrastructure for the operators and other administration/maintenance staff to handle office administrative works. 6. OA/IT PCs and printers to be required for administration works of the Rail System are to be defined and provided. temperature and electromagnetic conditions that will be experienced on the Trains. IT servers.11.MANUAL OF SPECIFICATIONS AND STANDARDS Train borne equipment shall be able to withstand the vibration. 128 .2 System Description All the OA servers.11 6.11. 6.
Chapter 7 Automatic Fare Collection System .
amenable for quick fare changes and requiring less man power.5 7.1. AFC System shall be engineered for the patronage forecasts of the Design Year of 2041. The Concessionaire shall identify the start of the operating day in the Operation and Maintenance Plan.3 7.1. The layout of the fare collection area covering information panels.9 7.1. Technical Requirements Station Computer (SC) Description (a) Station Computer (SC) shall enable the overall control and monitoring of each item of AFC equipment within the Station and transfer of data to the Central Computer (CC).Chapter 7 Automatic Fare Collection System 7.8 7. The AFC system at all stations shall have entry and exit gates to control User flow and validate their tickets. and maintain. in keeping with the design of the Rail system architecture and technology. capable of issuing single/multiple journey tickets.2.7 7. installed.1. fare vending equipment and controlling gates shall be such as to reflect the logical sequence a User is required to follow to use the system allowing sufficient queuing space at the time of peak patronage.1.1 7. For this purpose an operating day starts from a parameterized number of hours after midnight. commissioned and operated. The contactless ticket media (smart cards and single journey ticket) shall be to ISO/IEC 14443 standard.2 7. easy to use/operate.4 7. The AFC system shall be of modern. easy on accounting facilities. The system shall support overnight operation for Users who enter the system before midnight and exit the following day after midnight.1 7. signages. state-of-the-art design.1.1.2. The operating features of the system shall be fully parameterized.1.1.6 7. The system shall be simple.2 7.1 General This section lays down the standards and performance requirements for the Automatic Fare Collection (AFC) System to be designed.1 (b) 131 . and extends through 24 hours.1. The SC shall include the power and data communication links to each 7.
the gates shall open to allow unrestricted User access.2. 7.2. All latch gates shall automatically unlatch where electric locks are installed. AFC equipment (Gates. (b) 132 . The reports shall include accounting and statistical information and any other reports required for AFC operation. (b) 7.1 GATE Gate Design (a) Gate arrays may be bi-parting leaves.1. The barriers shall meet local public safety requirements and be aesthetically merged with station engineering. barriers shall be provided to separate paid and unpaid areas of the concourse. centre flaps.2. taken out of service and initiated etc. The gate shall be capable of operating either in normally open or normally closed mode. The SC shall receive maintenance data from AFC equipment and transmit the same to CC for monitoring and use of the same as an effective maintenance tool.2.2 Features to be provided (a) In the event of a total power failure to the gates.) then the equipment shall operate in stand-alone mode utilizing the most recent data from the SC.2 7. If there is loss of communication between the SC and AFC equipment (Gates. TOM etc. In the event of loss of communication with the CC. the SC shall utilize the most recent operational data received from the CC and shall be capable of storing at least thirty days of transaction data. The use of tripod or turnstile type gates is not acceptable. The SC shall be able to monitor certain critical functions of the AFC system and collect data for warnings and alarms. (c) It shall enable printing of reports at stations. All AFC gates shall open whenever the concourse operating mode is in Emergency.MANUAL OF SPECIFICATIONS AND STANDARDS item of AFC equipment and CC system interface.2 Equipment Control The SC shall enable all AFC equipment control (put in service. An Emergency push button independent of the SC shall be provided in each ticket booth. (d) (e) (f) (g) (h) 7. The SC shall be able to download data to the AFC machines individually or as groups.2. TOM etc.) shall store data up to seven days for transmission when SC communication is restored. Where required.) without the requirement for communication with the CC. end flaps or other configuration.2.
2.AUTOMATIC FARE COLLECTION SYSTEM (c) The engineering of the gate arrays should be such that the User uses the reader placed on the right hand side while passing through the gate.2.2. splashing. 7.2. and intrusion of foreign objects shall meet or exceed the standard IP54 (IP43 for token acceptor slot. All gates listed above are AFC gates.5 Tail Gating Prevention: Minimum distance for detection shall be less than 200 mm and methodology shall be in accordance with that being used in AFC operations.4 Gate Enclosure (a) (b) The gate enclosure shall be of stainless steel.2.3 Types of Gates (a) User Entry Gate The User entry gate shall control the entry of Users into the paid area by validating the fare media. finished to conform to the architectural requirements of the Station. (c) User Reversible Gate The User reversible gate shall be capable of being switched by the Station computer from entry mode to exit mode and vice-versa depending on the operational requirements of User flow. Wide reversible gates shall control the entry and exit of disabled Users. with equipment for validating fare deduction. The display and Contactless Smart Card (CSC) reader associated with each gate shall be grouped such that they bias the User towards the aisle through which the User should pass. (d) Disabled Users Gate.2. 7.2 (b).2. (e) Staff / Emergency Gate It is normally situated adjacent to the ticket office and is kept open during Emergency situations.2. The degree of protection provided by the enclosure against dust. 7. In case of Emergency.3 (e). Environment: It shall be operational at ambient temperatures from 0 to +50 degrees Celsius.2. the Emergency gates are to be used as detailed in 7.2.6 133 . (b) User Exit Gate The User exit gate shall control the exit from the paid area by validating the fare media. may be used in Emergency. 7.2. if any). as defined by British Standards. Further the manual gate required to be provided as per 7.2.
MANUAL OF SPECIFICATIONS AND STANDARDS 7. replacement. 7.1 7. 7. add value to CSCs. accept notes inserted in any orientation (any way up or round) and provide change via a coin re-circulating mechanism. surcharge.1 Ticket Vending Machine (TVM) The TVMs should be designed to perform the following functions: (i) (ii) (iii) (iv) Enable Users to purchase tickets for a single journey on the Rail system. and refund. (v) (vi) 7.3.3 Ticket Office Machine (TOM) The TOM shall be installed at the ticket counter at all Stations and shall be operated by the staff 7.2.2. Separate tamper-proof coin boxes and note vaults shall be provided.2. and through the bank note reader.126.96.36.199 7.4. enable Users to abort a transaction before a token/ticket issue cycle has commenced through the use of reject button provided in the TVMs.4.2. allow Users to add value to stored value tickets at any time in the life of the ticket. allow Users to check the value of stored value tickets at any time in the life of the ticket.1 The TOM function shall include: (i) (ii) (iii) (iv) Sale of all kinds of tickets. The CCS shall generate the necessary management reports from the Single journey ticket.2.2 134 . CSC and transaction information received from the Station Computer Systems. coins and credit / debit cards and interact with the Users via a touch screen display and receipt printer.5 7. which minimizes the number of times the Station staff need to replenish the machines with change.2 The TVMs shall be made from stainless steel and shall be freestanding or recessed into the walls of the TVM rooms as required by the Station architecture. accept payment in the form of bank notes.5. Central Computer System A Central Computer (CC) System shall collect and analyze information received from the station computers.2. cancellation. It shall produce network-wide revenue and traffic data and monitor the performance of all AFC equipment. analyze tickets.
8 7. The CC shall maintain a blacklist of invalid tickets. Media for single journey tickets shall be determined by the Concessionaire. staff / employee pass. daily pass. Configuration Data (CD). AFC device software and fare table information to each SC from where they shall be distributed to the Station AFC equipment.5. stored value (at least 16 configurable types).1 (vii) other ticket types as defined by the IE. The CC shall automatically collate all single journey ticket.2. 135 . CSC and usage data (UD) from the SC to provide accurate audit and traffic statistics for the line. The blacklist shall be manually entered or derived from the CCH interface.) ISO 144188.8.131.52 7. The CC shall support a Fare Table with adequate number of Stations.2. Tickets Types of Tickets (a) The system shall provide.2.4 7.2. Choice of SJT media shall take financial and usage constraints into account.2. or be capable of processing. The CC shall communicate with the Central Clearing House (CCH) system for interoperability of stored value smart cards.6.AUTOMATIC FARE COLLECTION SYSTEM 7.6 7. Blacklisted tickets shall be rejected by the AFC Gates. period pass. Employee Pass etc.3 The CC shall hold and download single journey ticket and CSC parameters.5. Return Journey Ticket (RJT). (b) Other Media (for Single Journey Tickets). The CC shall be located in a dedicated computer room in the administration building or Operations Control Centre (OCC).184.108.40.206 7. 7. and 7. the following types of tickets: (i) (ii) (iii) (iv) (v) (vi) Single Journey Ticket (SJT).6.2.6 7.2. (b) Each ticket type shall be capable of being associated with at least three fare tables (one full fare and two concession fares).5.2 Ticket Media (a) CSC (for Stored Value.
1.4.3 7. A structured engineering process shall be adopted covering. Security of communications between the AFC equipment.4 7.1.2. but not limited to the following: (a) Initial. Cash handling equipment and systems shall be an integral part of the audit trail.3. Conceptual.4. operation and maintenance philosophy.2 Design Documentation Requirements Engineering Plan An engineering plan for the AFC system shall be prepared. 7.3.3 Data Security (a) (b) In the event the SC fails. each item of equipment shall be able to operate autonomously without loss of data.1 Added Value Machines (AVM) The AVM should be designed to perform the following function: The Users having a stored value ticket should be able to use the AVM to increase the residual value of such ticket.MANUAL OF SPECIFICATIONS AND STANDARDS 7. 7. including but not limited to: (i) (ii) (iii) The software requirements specification.7 7. software architecture. and 136 . 7. and final software engineering.7.1 7.2.4. but not limited to: (i) (ii) (iii) (b) System architecture.1 Security Revenue Protection The AFC machines shall resist tampering by either Users or unauthorized staff. 7. intermediate and final engineering reviews.2 Revenue Security (a) (b) The AFC machines and system shall provide a complete audit trail of all transactions. preliminary. transfers of cash and other payments. logic flow diagrams. SC and CC system shall ensure no loss of data in transmission. including.3.1 7. and verification and test approach.
(e) Engineering Documentation The following hardware and software engineering documentation shall be submitted as a minimum: (i) (ii) (iii) (iv) (v) (vi) Engineering reviews. and (ix) systems engineering plan. (viii) installation engineering. protection from breaking the multi-pin locking concept or circumventing security access controls and PINs. The submission of the above documentation shall be included in the submission programme. AFC layout. protection from unauthorized changes to the software. and protection from falsification of records. (f) Security Provisions The equipment shall be engineered with features. copying or counterfeiting the tickets. results from simulation studies. (vii) AFC principles. a list identifying all software. hardware adaptation report. Software Requirements The correct application of the standards specifically detailing the allocation of software integrity levels for all software shall be demonstrated. shall follow international standards for dust control. Self-Diagnostics Self-diagnostics shall be employed to the maximum extent possible to assure the highest possible availability. Along with the engineering plan. data preparation validation report. (d) Environmental Requirements The Gates and TVMs. failure mode effect and criticality analysis (FMECA). which deter revenue losses from the following: (i) (ii) (iii) (iv) (g) Acts such as altering. 137 .AUTOMATIC FARE COLLECTION SYSTEM (iv) (c) verification and test approach. if installed in open areas at some Stations. which shall be maintainable and re-configurable during the operations period shall be submitted.
000 cycles : 10. The latest version of software and documentation for use during operation and maintenance training shall be provided. interfaces. The final software source code and documentation shall be provided prior to revenue service for the first equipment. 7. (i) Safeguards The safety of all operating personnel using the equipment or performing their duties shall be ensured. (c) Upon entry of the proper command into the service terminal. 7.4. etc.000 cycles : 99. (ii) Software Use and Verification (a) All software shall be complete and fully tested prior to shipment of the respective equipment.9 % 138 .3 RAMs data RAMs data shall conform to: Gate (MCBF) TOM (MCBF) TVM (MCBF) Central computer availability : 40. The software shall be fully programmed.4. debugged and updated. (b) All software object code and documentation shall be provided on a CD-ROM in a format compatible with the computing equipment supplied.000 cycles : 10. the AFC equipment shall generate a printed receipt showing the software part number and version of all installed software.2 Integration of AFC with Suburban/Bus System Common smart card based ticketing shall be able to interface with CCH business rules.MANUAL OF SPECIFICATIONS AND STANDARDS (h) Software (i) Downloading Downloading of commands and parameters shall be accomplished remotely from the CC system.
Chapter 8 Maintenance Depot .
The works to be constructed shall include all structures and civil works.1.1. tools and equipment required for the stabling of Rolling Stock and the performance of all levels of maintenance activities are provided.2.1. communications.1 8. The Depot infrastructure shall be designed and built in compliance with applicable local building byelaws/codes and services provided to proven international standards. building services and office equipment.1. Electric high voltage substation of adequate capacity shall be located in the Depot. 8. Engineering Specifications Planning of Depot The Depot lay out shall be planned to optimize the Rolling Stock maintenance facilities through proper integration with optimization of land requirement and providing adequate stabling.4 8. The Depot design shall be based on operational requirements and maintenance required for Trains and other E&M equipment. All facilities shall be provided as per rules and regulations and Acts of Central and State Governments as applicable for the maintenance Depot.1 General This section lays down the facilities and standards to meet the performance requirements for Depots. landscaping.2 8.Chapter 8 Maintenance Depot 8. constructed.1 141 . to be designed. Lightening conductor shall be provided to protect the Depot and equipment. signalling.5 8. providing traction and auxiliary systems power for the Depot by connecting to the 33 kV 3-phase Auxiliary power and 750V DC for the Traction System. commissioned and operated for the Rail System. inspection and washing plant facilities. The sub-ballast elevation shall not be less than the 100 year flood level.6 8.2. tools and equipment.2 8.2 Depot Facilities The Depot facilities shall be designed to accommodate but not be limited to the following: 8. fixed E&M and Rolling Stock equipment and Depot plant.1.8 8. The Depots shall be designed and constructed such that all maintenance plant. one for each corridor. traction and utility power.7 220.127.116.11. but not limited to the track work. architectural finishes.3 8. The fixed E&M equipment includes.
1 142 .2. (xiv) effluent treatment facility.4 8. other E&M equipment maintenance.2. service buildings.2 8. other offices. daily routine inspection of Coaches. (xv) test track. The Depot shall have depot control center. which have the potential to interfere with main line operations. Under normal operating conditions. urgent and other scheduled maintenance and Maintenance Manual for the regular and preventive maintenance of the Rail System shall be prepared. 8.1 Depot Operating and Maintenance Plan A maintenance programme covering annual programme of preventive. ultrasonic testing vehicle and accident relief Trains with work platforms. light maintenance of Coaches. rail grinding car.4.3. (xvi) Permanent Way Depot.3.3 8. (xii) traction sub-station and Auxiliary sub-station. re-railing and recovery of Coaches from all areas of the Rail System.2.3.2. fire services and security. (ix) (x) (xi) lifting of Coaches. Abnormal operating conditions in the Depot. training facilities.3 8. without affecting the revenue line operations.2. works Trains. and (xvii) all other works required to be carried out in the Depot as per maintenance programme. (vii) heavy maintenance of Trains and works Trains.MANUAL OF SPECIFICATIONS AND STANDARDS (i) (ii) (iii) (iv) (v) (vi) Stabling of Trains. Depot Track Layout Facilities in the Depot shall be ergonomically designed and arranged in a logical manner in order to optimize the routine workflow and the capability for coping with abnormal situations. and mitigation measures provided. shall be identified in the O&M plan. repairs and modifications of Trains and works Trains. All Train movements between main line and Depot and within the Depot shall be controlled by the Depot Controller except for movements within Depot buildings. exterior and interior cleaning of Trains and works Trains. (viii) wheel re-profiling. repainting. the Depot shall be able to operate as an independent entity.2. (xiii) diesel generator. 8. fuel storage and fuelling facilities.
18.104.22.168 8.2.4. Depot facilities shall allow access by road vehicles and mechanical handling equipment.2. Operation and maintenance staff shall have safe access to all stabled Trains. All stabling. Alternative routes for movement shall be provided to the largest reasonable extent. adequate spare tracks shall still be available in the Depot for shunting and Emergency movements. and delivery of Rail System Coaches. without the need for separation of Coaches of Train consists. servicing and light maintenance facilities shall accommodate the maximum revenue service Train configurations permitted.7 Interior Cleaning Train interiors shall routinely be cleaned before entering revenue service. 8.2.4. 8.2. Test track facilities shall be provided within the Depot premises.6 Exterior Washing Facilities shall be provided for exterior washing using automatic coach washing plant.2.3 8.2.MAINTENANCE DEPOT 8. The Depot layout shall facilitate security and smooth flow for pedestrian and vehicular access and perimeter protection.7 8. with least interference to normal maintenance and operation activities.2.4. to relieve congestion and ensure availability of the Depot.6 8.5 8. As far as possible.2 The Depot track layout shall be designed to achieve a minimum of shunting movements. 8. The lay out shall permit Coaches to pass through the Train washing plant on arrival in the Depot without conflicting movements.4. Facilities shall be provided for both routine and periodic heavy cleaning of revenue vehicle interiors.2. access shall avoid conflicts with Train movements.2.4 8. Stabling The number and arrangement of stabling sidings shall be such that when all the Trains are berthed. including Emergency service vehicles and equipment. Double track access shall be provided to permit simultaneous movement of Trains leaving and arriving at the Depot. Water shall be recycled to the maximum possible extent and effluents shall go to effluent treatment plant (ETP).4.2.8 8.8 Light Maintenance 143 .
2. The machine shall be capable of simultaneously re-profiling a minimum of two wheels of any bogie.11 144 . but not restricted to.2. and shall be capable of re-establishing the permissible wheel profile. testing and investigation. Pit tracks shall be provided to enable access to undercarriage equipment.1 22.214.171.124 8. and quality assurance testing.2 126.96.36.199. without the need for separation of Train consists.2. collision damage and major breakdown repair. Turning vehicles The effect of differential wear due to imbalance in wear caused by right hand 8.3 8. 8.1 8. the following: (i) (ii) (iii) (iv) (v) Routine servicing.2.2.9. enable the following: (i) (ii) (iii) (iv) Periodic overhaul. special test equipment and interfaces to the maintenance management system shall be provided at appropriate locations.188.8.131.52.10 8. 8.2 Arrangements shall be provided for the overhaul and quality assurance testing of railway equipment. routine preventive maintenance.MANUAL OF SPECIFICATIONS AND STANDARDS 8.2. but not restricted to.9.9 8.10.2 8.2. Safe access to all vehicle mounted equipment shall be provided. Wheel re-profiling An under-floor wheel re-profiling machine shall be provided for profiling wheels while in-situ under a vehicle. corrective maintenance.2.3 8. Wheel re-profiling and regression in wheel diameter shall be automatically recorded on the Depot maintenance management system.8.8. Heavy Maintenance The Rolling Stock heavy maintenance facility to be provided shall. modification/replacement of major components. on all types of Rolling Stock used on the Rail System. and quality assurance testing. Supplies and services necessary such as electricity.4 Safe access to vehicle mounted equipment shall be provided.10. compressed air.1 The light maintenance facility to be provided shall.
8. 8. The rain water harvesting of the run off water within the Depot areas shall be planned as per the applicable policy. 8.4. 145 .1 Under-track Crossings All buried services shall be protected underneath the Depot tracks and shall enable future replacement of services.3 8. failure recording and analysis.MAINTENANCE DEPOT and left hand curves should be examined and proposal to address this issue either by reversal of Coaches/bogies or by other measures shall be reviewed by the IE. Maintenance Manual and diagnostic. but not be limited to. stock control. maintenance planning and recording. the following items: (i) (ii) (iii) (iv) (v) (vi) Data exchange with Train borne systems. norms. and (vii) interface to the asset database.3. rules. requirements and methods of the State and the Central Governments.2 Sewerage Disposal Sewerage water shall be discharged into the municipal sewerage system. The system shall address.12 Train Recovery Equipment Equipment shall be provided for recovery of damaged.3 Maintenance Management System A MMS shall be provided. Internal storm water drain system shall be developed.4.4 8. Any comments of the IE pursuant to such review shall be duly considered. revenue line and the central control facilities of the integrated electronic control centre and stand-by control centers. Access to the MMS shall be possible from appropriate locations in the Depot.2.4. 8.4.1 Other Requirements Drainage Ballasted tracks shall be free-draining and rainwater shall be carried away from the load-bearing track formation by grading the formation and drainage layers and discharged into the existing storm water drains. staff schedules. derailed or otherwise disabled rail vehicles from all areas of the Rail System. Protection provided shall be capable of supporting the loads of the corresponding track. 8.
Personnel moving about the Depot always shall have a clear view of moving rail vehicles.2 As far as reasonably practicable.4.4. outside the swept path of the Coaches. and shall enable safe separation of electric cable ducts and the track work.MANUAL OF SPECIFICATIONS AND STANDARDS 8.4.3. Main entrance.4 8.4.6 8.1 8.4. (b) Paving Internal Depot vehicular roads shall be suitably paved. Walkways The walkways shall be positioned to prevent personnel from inadvertently coming in contact with moving Trains or from straying into a position where they might be struck by a Train.4. shrubs and ground covers shall be used all around the perimeter green strip surrounding the outside of the Depot.3 8. The entire Depot site shall be illuminated to provide for secure and safe operation.5 8. Walkways shall provide safe surfaces under all weather conditions. along buildings or accessing buildings shall be raised and paved with interlocked pavers. and enable track maintenance where adjacent to ballasted track. 8. etc. Under-track crossings shall terminate in an access pit. the crossings shall be designed to permit maintenance of the track with the minimum of disturbance to the Depot operation.2 146 . Depot entrances. Only administration area and Depot entrances shall have public street quality lighting standards.6. Pathways through the Depot. parking areas.4. adequate electrical insulation properties where necessary. Trees and shrubs shall also be used around the administrative building. under-track crossings shall be aligned so as to pass under the track at right angles to the rails. Ultimate care to be taken to avoid glare or light pollution from inside the Depot boundaries to outlying areas.1 Lighting General Depot lighting shall provide safe and efficient levels of lighting in order to maintain 24-hour operations. where possible. traffic islands. Yard Landscaping (a) Planting of trees and shrubs Trees.3. other than what is necessary for perimeter security.4. All other areas of Depot shall have industrial type lighting with uniform lighting level.4.4. Where roads and pathways cross ballasted track.2 8. Low shrubs and ground covers shall be used along the fences on both sides.4. 24 hours a day and during inclement weather. parking areas and access to administration building shall also be paved. 8.6.
6.6 8. humidity.6.2 Fixed Installations Track System Rails shall be compatible with those used on the revenue line. emergency. strength and weathering qualities that resist abrasion. and other outdoor maintenance tasks.1.5 Materials and Finishes (a) Safety All materials shall be selected with the highest regard for safety and security. resilient pads and insulating spacer blocks shall be capable of easy removal and replacement using specialist tools only and shall be of proven type. Colour and appearance shall be retained throughout the design life of the material. Heavy-duty.5 8.4.4. on motorized or tracking rigs may be used in order to provide flexible and movable high intensity illumination to accompany night work crews along stabling. 8. impact.7 (vii) regulatory. accessibility.1 8. information.4. 8.6. They shall be non-combustible and non-toxic. (c) Maintenance Materials shall be stain resistant and non-water absorbent. repair and replace. Signages Depot Signages shall include the following signs and graphics: (i) (ii) (iii) (iv) (v) (vi) Directional.1. Rail fastenings.6. Movable lighting. easy to clean.1 8. high lighting masts shall allow for lowering of hoisted light rings for ease of maintenance.MAINTENANCE DEPOT 8.6. and conform to all applicable Indian codes and standards.4. 8. identification. safety. 147 .3 Where used.4 8. and (viii) operational. temperature changes and sunlight. protected fixtures shall be used to light pits.6. bridges and gangways. (b) Durability Materials shall be selected for their wear.
and With the exception of certain maintenance tracks.6.3 8.2. and Power supply switching and metering shall be controlled by a power SCADA System from the OCC. Facility shall be provided for Trains leaving revenue service at the Depot entry transfer berth(s) to change to Depot operation mode and to download Train identification and condition data.6.MANUAL OF SPECIFICATIONS AND STANDARDS 8. The Traction System switching and protection equipment and equipment in TSS shall comply with the relevant standards specified in the Chapter for Traction System. This shall not require the vehicle to be stationary.3.5 8.4 8.2 8. sectionalizing (ii) 148 . The following design features shall be provided: (a) Depot High Voltage and Low Voltage Electric Power Supply (i) The Depot Sub-Station shall have suitable protection equipment.2 8. Two diverse supplies shall be provided for a 33kV 3-phase Supply ring main supplying each station and the Depot.6. A warning system shall alert staff working in depot areas of approaching vehicles.3.2.2 8. The HV switching and protection equipment shall be of similar design and equipment to that of the revenue line.2. all tracks in the Depot shall be fitted with stringer type traction supply.6. Electric Power Supply and Traction System The Auxiliary Supply System and Traction System shall be designed for full redundancy.1 Depot Signalling The Depot signalling system shall enable control of movements of the Trains within the Depot limits and shall provide route setting and holding with indications of Train locations displayed on a mimic panel/VDC and shall be controlled from a Depot Control Centre (DCC). 8.3 8.6. and traction power supply at 750V DC Traction System for the revenue line and Depot.2.6.3. Facility shall be provided on the transfer berth(s) for Trains entering the revenue line from the Depot. where appropriate.184.108.40.206. Signalled routes shall be interlocked against conflicting Train movements without compromising operational requirements.3 (ii) (b) Depot Traction System (i) Separate Traction Sub-station (TSS) shall be provided for Depot. stabling tracks and works sidings. to establish the correct mode of driving and Train run data.2.1 8.
(c) Segregation from the Link Line Traction supplies (shall be arranged such that the Depot traction system shall be normally segregated from the Link Line connecting to the revenue system. (ii) (e) Depot Traction Supplies Traction supplies provided in the Depot shall be fed through separate feeder from TSS. spare capacity and expansion.MAINTENANCE DEPOT shall enable the isolation of areas for O&M purposes. Power and Telecommunications Consultative Committee (PTCC). and 149 . Energizing of the traction supply shall be interlocked with material handling equipments to achieve complete safety of personnel and equipment. (f) Washing line Traction power supply for washing lines shall allow unimpeded operation without compromising safety. (g) Earthing and Bonding Earthing and bonding system provided shall comply with EN 50122-1 and all other relevant international standards. However. performances. Remote controlled switches shall be provided in the OCC for isolating elementary sections of the Depot. (d) Electrical Sectioning (i) The Depot traction power supply system shall be suitably sectionalized to support maintenance and to mitigate system failures.6. Local Control Panels shall be conveniently located in/ around depot and equipped with status indication and safety interlocking. EMC.4 Depot Control and Communication Systems (a) Performance All control and communication systems provided for the Depot shall comply with the requirements for: (i) (ii) (iii) (iv) (v) (vi) Design criteria. the TSS should have arrangement to couple the Depot to the Link Line during Depot supply outage conditions. 8. environment.
(b) Communication Systems The control and communications facilities shall be provided. Automatic and manual fire detectors shall be provided in buildings and supervised from a fire alarm control panel located in the Depot Security Office (DSO). Alarms shall also be routed to the OCC via a DMS for the Depot. as follows: (i) CCTV CCTV cameras shall be located to monitor roads and access to the Depot. An interface between the fire detection and prevention system and the CCTV equipment shall automatically enable viewing of the incident area from the DSO and OCC. Train and mobile operation and maintenance staff. This system shall carry voice. revenue line and the Depot. security systems. 150 . (vii) SCADA System A SCADA System shall be provided for the automatic control of the Depot power supply and traction system and its remote control from the OCC. DSO. data and video communications between the OCC. communication systems. and the OCC. (vi) Radio System The Operator Radio System shall include a base station and antenna for providing radio communications within the Depot for communications between the DCC. (ii) Communication Network The system-wide communications backbone network shall provide a node within the Depot. (v) Intercom An intercom system shall be provided between the DCC and Depot areas. (iii) Fire Detection System Fire detection and fighting system shall be provided in the Depot for the automatic control of fire.MANUAL OF SPECIFICATIONS AND STANDARDS (vii) control and communication systems performance specification. (iv) Clock System Slave clocks shall interface with the signalling system. DMS and Power SCADA Systems to provide a common time reference and shall include display units at least in the DCC and DSO. Monitors shall be provided in the DSO and OCC.
and access control to offices. Reticulated electrical services shall be provided from the Depot substation.6.6. Other Services A waste-water treatment and recycling plant shall be provided for storm water and water from Train washing and cleaning. supplemented by a standby generator. to support the DCC.7 Depot Equipment and Machinery Equipment and machinery shall be provided to undertake the work identified in the Depot operations and maintenance plan.MAINTENANCE DEPOT (viii) SMS System An SMS System shall be provided for controlling and indicating of fixed E&M equipment of the Depot.5 Depot Security Office A Depot Security Office (DSO) shall be provided at the Depot main entrance. 8. The PABX shall provide the O&M requirements for voice connection with the revenue line facilities and public telephone system. technical rooms. and shall be located within the Depot. It shall be designed to provide automated security systems as follows: (i) (ii) (iii) (iv) 8. as specified in the control and communications specification. Designs and specifications shall be prepared for equipment and machinery. fire alarm control panel.6 Vehicular and pedestrian access control and recording entrance and exit with the Depot. stores. CCTV covering the Depot site. 151 . 8. DSO facilities and yard emergency lighting. and (ix) Telephone System A telephone sub-exchange of the PABX System shall be provided in the Depot. buildings and perimeter fencing.6.
Chapter 9 Accommodating Structures .
and the User flow can circulate in safe and comfortable manner even in case of Emergency. (a) Normal traffic flow on the existing road at ground level shall not be disturbed until alternate and satisfactory arrangements are provided 155 . Stations and auxiliary buildings. However.5 Elevated guideway or viaduct. Accommodating structures include all Structures/Buildings and E&Ms required for properly sheltering the Rail System including the maintenance equipment. other buildings/structures required for operation and maintenance.1.Chapter 9 Accommodating Structures 9. 9. minor changes to the given alignments may be made in consultation with the IE.4 Accommodating structures shall include. specifications and requirements for accommodating structures forming part of the Rail system.2 9. Users and staff.1. inter alia. Depot area and buildings for maintenance facility. bridges. and shall satisfy the following conditions: (i) (ii) (iii) Rail System shall function in accordance with the requirements specified. The Concessionaire shall design the civil engineering works to these alignments in general. staff can fulfill their duties as per the operation plans in safe. the following: (i) (ii) (iii) (iv) (v) (vi) 9. healthy and efficient conditions. The horizontal and vertical alignments of the railway as shown in the DPR are for general guidance purpose.1 General This section lays down the standards for geometric design.3 The accommodating structures shall allow the above mentioned functions for all operating conditions 9. Performance requirement All permanent and temporary civil works construction shall satisfy the major requirements of existing traffic flow.1 9.1. and other civil works as required for proper functioning of the Rail System. general features.1.1.
MANUAL OF SPECIFICATIONS AND STANDARDS
except during construction of foundations when road width shall be as per subpara(b) below. Generally, no ground scaffold shall be erected for construction of superstructure. In portions where pre-cast superstructure may not be feasible, the scaffold system shall provide required horizontal and vertical clearances for the moving traffic at ground level as per guidelines of IRC. (b) Minimum carriageway width Minimum carriageway width on the roadway at ground level during the entire period of construction shall be maintained as 8.75 m in each direction, except for stretches where existing ROW does not allow this width to be maintained. For such portions, a comprehensive traffic management/diversion plan shall be adopted prior to construction in consultation with the Independent Engineer. For construction/erection of the elevated guideway, maximum width of barricaded zone at the existing central median shall be limited to 8.0 m. (c) Architecture The structures shall be aesthetically pleasing, sleek and be environment friendly, maximizing use of pre-cast structural elements. (d) Vertical Clearance below deck The minimum vertical clearance available below soffit of guideway structure shall be 5.50 m and / or as per relevant IRC codes. Minimum vertical clearance above existing rail track shall be as per schedule of dimensions of Indian Railways, but not less than 5.80 m. (e) Passage for Emergency Evacuation of Users A passage of width not less than 700 mm with safety railing shall be provided on each side of the double track all along the elevated corridor to facilitate evacuation of Users during Emergency. (f) Cable Ducts Provision shall be made in the design of the deck for ducts for laying electrical, signalling and telecom cables. (g) Felling of trees Felling of trees shall be done only with the approval of the concerned authorities, and in compliance with all Applicable Laws. (h) Access Roads Construction of access road for vehicles, plant and machineries to approach the Site shall be with the approval of the concerned authorities. (i) Drainage Arrangements Properly designed drainage scheme for the elevated guideway structure,
stations and concourse and Depot shall be provided. All drains shall be of adequate size as per hydraulic calculations and shall be connected to the nearest underground drainage facilities or discharge facilities with the provision of sumps, man holes, cross drains etc. For fast track construction, use of pre-cast RCC standardized drain sections shall be adopted. (j) Precaution against Flooding Mitigating measures shall be taken in areas where flooding is likely to occur. (k) Environmental Quality The requirements of Environmental quality as per regulations shall be met. 9.2 9.2.1 Elevated Guideway Structure – Features Choice of Superstructure The choice of superstructure shall be made keeping in view the ease of construction, fast track work and maximum standardization. Following types of superstructure are generally in use in India: (i) (ii) (iii) Pre-cast segmental box girder using external un-bonded tendons; pre-cast segmental U-Channel superstructure with internal prestressing; and steel/concrete composite girders.
Any other type of superstructure found more suitable and appropriate for the site condition may also be adopted. In situ construction is not acceptable unless absolutely necessary in specific locations as reviewed by the IE. 9.2.2 Sub-structure/Foundation Open or pile foundations may be adopted depending on the suitability of soil strata encountered. The pile cap/open foundation top shall be kept at least 500 mm below the road level so as to facilitate necessary drainage from the viaduct and crossing of utilities. For Rail bridges, foundation design shall take into account scour conditions in the river bed. Circular pier as per design including pier cap should be cast in single lift to give good finish without joint except for very tall piers for which single lift casting may not be practicable. For protection of the piers against collision from moving vehicles on the road, concrete crash barrier shall be provided at road level to a height of 1.0 m above road level around the piers or along the median edges. For construction of pile foundations, rotary hydraulic drilling rigs with faster productivity shall be used.
MANUAL OF SPECIFICATIONS AND STANDARDS
Deck Drainage and Waterproofing RCC surface drains at deck level shall be constructed along the viaduct route. Runoff shall be collected through surface drains that shall lead to down drains at the designated support columns and connected to a suitable drainage system. Provision for silt removal shall be made where necessary. All metallic components of the drainage system shall be seam welded for water tightness and given two coats of bituminous painting before placement. The whole assembly shall be placed in true position, line and level and held in place firmly.
Roadway width during construction As most of the construction is to be carried out on the middle of the road, central two lanes including median will be required for construction activities. During piling and / or open foundation work, a width of maximum 8 m will be reserved for construction and the same shall be barricaded. It is essential that at least two lanes are always provided for traffic on either side of barricade during construction by widening of roads, if necessary. If site conditions do not permit the same, one way traffic may be resorted to in co-ordination with the traffic authorities. A detailed traffic management plan shall be prepared for each stretch of the route in consultation with the IE and shall be complied with.
Barricades during construction and work site protection. Barricades shall be erected and work site protected as per Specifications and Standards furnished in Chapter 14 of this Manual.
Housekeeping and Safety management at sites Housekeeping of construction sites shall be professionally organized to render a neat and safe appearance at the sites. Suitable gaps (with lockable gates wherever feasible) in barricading shall be provided at planned locations to facilitate: (i) (ii) (iii) Movement of cross traffic at junctions; movement of construction materials; and security posts location.
The Concessionaire shall keep and maintain a well designed and detailed Safety Manual to be adopted at all his construction sites. Safety issues shall be given highest importance during construction. Third party safety audits shall be conducted at maximum six months intervals at sites. Necessary insurance policies (viz. comprehensive all risk insurance) shall be taken before start of site activities. Safety meetings shall be held at regular intervals with all stakeholders and state traffic police department.
Elevated Guideway Structure – Design Criteria General This outline design criteria provide minimum standards which are to govern the design of the permanent works and shall be read in conjunction with other contract documents.
Guideway Structure General Design Guidelines (a) The guideway structure should be designed for Axle Load configuration based on Coach design and Train configuration. Other loads and forces to be considered for design should be in accordance with the technical characteristics of the Rolling Stock. Continuous welded rails shall be used for the ballastless track structure. The resultant forces from rail temperature variation shall be considered in the design of the structure. The Indian Railway’s Concrete Bridge Code shall be followed for design for RCC sub-structure and foundations and for prestressed concrete girders with internal prestressing. For superstructure with external prestressing, International Standards shall be followed. Box Section, ‘U’ Section or any other efficient structural form is recommended for the main spans. Design must provide for suitably designed sound barrier all along the corridor. The Concessionaire can propose use of composite construction if considered a technically acceptable economic alternative. The guideway structure shall be supported on single columns erected mostly along median of the road. At few locations it may be necessary to adopt portal frame support in lieu of single column. Detailed topographic and geo-technical investigations along the corridor shall be carried out by the Concessionaire. The overall width of the guideway structure shall be maximum 9.6 m with track centre at 3.7 m - 4.0 m. The minimum clearance above the road level shall be 5.5 m. In case of minor roads/streets a lower clearance may be adopted with specific approval of the agency or authority owning and / or maintaining the road/street. The vertical clearance above the rail level where the alignment crosses the existing railway track shall be in accordance with the Schedule of Dimensions of Indian Railways but in no event less than 5.8 m. A passage of adequate width (not less than 700 mm) on both sides of the guideway all along the corridor shall be provided for Emergency evacuation. Ducts for laying electrical signal and communication cables shall be provided on either side.
(f) (g) (h)
MANUAL OF SPECIFICATIONS AND STANDARDS
Adequate drainage shall be provided for the guideway structure and connected suitably to the underground drainage. For construction of the guideway structure, use of prefabricated elements to the maximum possible extent shall be adopted in view of the need for fast track work and the corridor being heavily congested. The structure should be aesthetically pleasant. Approach slabs shall be provided between viaduct and at grade section.
Codes and Standards The following codes shall be applicable: (i) (ii) (iii) (iv) (v) IRS; IRC; IS; AASHTO; and BS.
Indian Railway Standards (IRS) IRS – IRS – IRS – IRS – IRC-18 – IRC-21 – Bridge Rules for loading (Min. of Railways) Code of practice for steel bridges Code of practice for plain, reinforced and pre-stressed concrete for general Bridge construction, latest revision Code of practice for the design of substructures and foundation of bridges Design Criteria for Pre-stressed Concrete Road Bridges (Post Tensioned Concrete) Standard Specification and Code of Practice for Road Bridges, Section III – Cement Concrete (Plain and Reinforced) Composite Construction for Road Bridges Foundation and Substructure
IRC-22 – IRC-78 –
IRC-83 (Part-I) – Metallic Bearings IRC-83 (Part-II) – Elastomeric Bearings IRC-83 (Part-III) – POT cum PTFE Bearings IRC-SP –47 Guidelines on Quality Systems for Road Bridges (Plain, Reinforced, Pre-stressed and Composite concrete)
ACCOMMODATING STRUCTURES Foreign Standards AASHTO. 1996 Guide specifications for Design and Construction of segmental concrete Bridges Structural Bearings and Expansion Joints for Bridges Specification for test sieves Testing aggregates 1992 1990 1990 1981 Specification compounds for natural rubber Structural Engineering Documents no.1 Note: The above list is not exhaustive.6 of IABSE. 2002 BS 410: BS 812: BS 1154: BS 1137: BS 5400: BS 5930: BS 5950: BS 6177 1982 1986 Methods of test for soils for Civil Engineering purposes Steel concrete and composite bridges Code of Practice for Site Investigations Structural use of steel work in buildings Guide to selection and use of Elastomeric Bearings for Vibration Isolation in Buildings Code of Practice for Design of Concrete Structures for Retaining Aqueous Liquids Structural use of Concrete Code of Practice for Design of Bridge Bearings BS 8007 BS 8110 1987 Parts I and II Part 9 Section 9. Other Publications (i) (ii) (iii) (iv) (v) (vi) CEB – FIP Model Code Indian Standard Hand Book on Steel Sections (Part I) Indian Railways Manual on Design and Construction of pile foundations UIC/772-R the International Union of Railways Publication IEC: International Electro technical Commission AREMA Manual 161 .
9. and incremental launching. at essential movement joint locations. (b) (c) The Concessionaire shall provide.5 9. Where field restraints dictate the use of longer/continuous spans. shall be in compliance with the design requirements. The span arrangement for the viaduct as indicated in the DPR is for general guidance only.5. the following loads 162 . The spacing of piers shall be not less than 25 m unless otherwise justified. where the alignment deviates from the central median.3. The Concessionaire shall decide on the final span arrangement and structural system taking care of the ground realities and feasible fast track erection system.3. pier locations and superstructure may be adjusted to suit the proposed span lengths. it may be necessary to adopt RCC portal frames or other suitable support system. 9. a sufficiently stiff deck and supporting sub-structure to resist loading as defined in various paras stated above. Static and dynamic rail live load responses.1 Design Loads General The railway loading applied to structures on the Project shall be guided by the selected Rolling Stock parameters and generally be in accordance with BD 37/88 (revised version of BS 5400: Part 2) or IRS Bridge Rules to the extent applicable below.3. Rail/Structural interaction analysis due to continuous welded rail with direct fixation on structure shall be performed in accordance with proven international practice. decision for erection system shall be taken by the Concessionaire which may include following methods adopted internationally: (i) (ii) (iii) (iv) Span by span erection with launching gantry. balanced cantilevering erection with launching gantry.MANUAL OF SPECIFICATIONS AND STANDARDS The design relating to fire safety and escape shall be in accordance with the requirements of NFPA 130 Standard for Fixed Guideway Systems.2 Nominal Loads For the purpose of computing stresses and deformations. At some locations.5.4 Structural System (a) Guideway superstructure shall be supported on single row of RCC piers erected mostly on the central median. 9. The size of piers and crash barrier at ground level shall be within the median width. by suitable choice of span lengths. full span pre-casting and erection.3. For pre-cast segmental viaduct.
(xv) buoyancy. 9. forces on parapets.3. (xii) wind pressure effect. dynamic effects. The Concessionaire shall analyze the effects of any other combination as deemed appropriate. forces due to curvature or eccentricity of track. (vii) frictional resistance of expansion bearings. Each component of the structure shall be designed/checked for all applicable combinations of these loads and forces. and other loads: As per Indian Railway Standards (IRS) and Bureau of Indian Standards (BIS).5. They shall resist the effect of the worst combination. superimposed dead load.3. (xiv) erection forces and effects (Construction Stage Safety check).ACCOMMODATING STRUCTURES and consequential effects shall be taken into account as applicable: (i) (ii) (iii) (iv) (v) (vi) Dead loads. (ix) (x) (xi) long welded rail forces. (xiii) forces and effects due to earthquake. 9. live loads. temperature effects.4 Loading effects Design shall include the effects of (a) Static Loading: These shall consist of loads due to: (i) Track bed: RCC blocks or concrete pour or pre-cast slabs in RCC with inserts and fittings in case of ballastless track or PSC sleepers over ballast for ballasted track.3 Loading Combinations The various combinations of loads and forces to which components of the structures can be subjected are given in Table 12 of IRS CBC.5. racking forces. (viii) longitudinal forces. and (xvi) differential settlement. The loading combinations indicated are not exhaustive. (ii) (b) Fatigue Loading: The nominal loading for the design of members in accordance with BS 5400: Part 10 shall comprise Trains with eight individual cars each 163 .
This shall be calculated based on IRS Bridge Rules. IS Codes and relevant BS Codes. 9. Dynamic loading shall not be applied to piles. The fatigue loading shall be applied in accordance with the requirements of BS 5400: Part 10. (d) Longitudinal Loads: (i) (ii) Longitudinal loads from braking and traction shall be appropriate percentages of live load per track as per IRS Bridge Rules. both tracks shall be considered to be occupied simultaneously. longitudinal forces acting on the track shall be considered to be dispersed through the track before being transmitted to the substructure.5 Wind Loading The viaduct structure shall be designed for wind loading as per IS 875. 9.MANUAL OF SPECIFICATIONS AND STANDARDS having four axles. Traction forces shall act on one track and braking forces act on the other. It is also required to check the structures for seismic forces as per IS: 1893-2001. with both acting in the same direction to produce the worst loading condition. pile caps. provision shall be made for effect of horizontal and longitudinal forces in the rail.5.5. 164 . (iii) (iv) (v) (vi) (e) Derailment Load: Check for derailment loads shall be made as per IRS Bridge Rules. (c) Dynamic Loading: The static and fatigue loading given above shall be multiplied by an appropriate dynamic factor. and longitudinal forces shall consider the effects on stability and safety arising from a broken rail in ballastless track. when a structure carries two tracks.7 Seismic Loading Seismic effects shall be considered on all structures.5. especially in the girders with ballastless deck.3.6 Temperature Loading Overall temperature and differential temperature effects shall be determined as per provisions of IRS or IRC Codes. 9. except culverts consistent with a horizontal acceleration and will be considered to act in any horizontal direction and also in vertical direction.3.3. centrifugal loads or braking/traction loads. the axle loads and vehicle lengths will be as per the Rolling Stock details. forces shall be calculated for continuous welded rail with structure interaction resulting from temperature differential of rail and concrete.
3.10 Differential Settlement Consideration of the forces resulting from differential settlement shall be made where the nature of the chosen foundation system and the ground conditions indicate that such a condition may arise but not more than: 10 mm long term settlement and 6 mm short term settlement.6 Grade 540B 1.3. 9. 165 .5.9 Shrinkage and Creep Provision shall be made for the effects of shrinkage and creep of the concrete in the structure. Webs and Stiffeners Grade of structural Steel for Deck Plate and Rolled Sections Permanent Bolts for Site Splice of Box Girder Permanent Bolts for Connection to Bracings and Cross Frames Grade of structural Steel for Headed Stud Connector Construction stage loading BS : 5400 (Part 3 & 5) Varying. Allowance shall be made in the design for stresses caused in any member during erection.3.6 Design Criteria for Steel / Concrete composite girder Guiding Code Height of structure Grade of Concrete for RCC Deck Slab Grade of Reinforcement Grade of structural Steel for Bottom Flange.8 Erection Forces and Effects The weight of all permanent and temporary materials together with all other forces and effects which can operate on any part of structure during erection shall be taken into account.8 Grade 4. 9.5 kN / m2 Any additional major parameters of design shall be proposed by the Concessionaire in consultation with the IE.ACCOMMODATING STRUCTURES 9.5. To be decided as per site requirement M45 Fe415 or Fe500 HYSD conforming to BIS standards Grade Fe540B bars Grade Fe410B Grade 8. Top Flange.5. 9.3.
Provision for super-elevation shall be made preferably as part of the track structure over the deck. the rail level would be above the theoretical vertical profile of the system by an amount equal to permissible LL deflection for the structure. shall be cambered so as to compensate for the combined effect of: Vertical curvature.3.3.MANUAL OF SPECIFICATIONS AND STANDARDS 9. Parapets shall be provided for all transition structures to protect the guideway from intrusion by trespassers.3. They shall be designed to act as the support structure to the railway cabling and junction boxes as appropriate. Permissible live load plus impact deflection. Camber The superstructure deck. these ratios shall be further subject to stipulations with regard to internal dimensions required for inspection and future pre-stressing. if any Dead load deflection. Parapets shall be designed to resist a horizontal and a vertical force each of 150 kg/m applied simultaneously to the top of railing or parapet. design surface crack width of reinforced concrete and pre-stressed concrete viaduct structures shall not exceed values given in BS 5400.8 Vertical profile Profile grade The superstructure shall be so designed that. including the soffit of any overhead structure above the deck.9 Span/Depth ratios Span-to-depth ratio should as far as possible be restricted as indicated below: Reinforced concrete member Pre-stressed concrete member Composite members – – – 10 14 16 For Box girders. 9.7 Parapets Parapets shall be provided on both sides of all viaducts for the full length of the structure. when subject to dead load only. vandals and road vehicles.10 Design surface crack width For the serviceability limit state of cracking. Parapets shall be designed to cater to the forces of Signal masts (if any). Parapets may be designed to function as Noise Containment Barriers.3. 9. 9. 166 .
3. 9. whichever is greater.3. BS 5400 Part 2 and UIC 777 (1) shall be applied. For supports located in the median or adjoining major roads where heavy goods vehicles pass at high speed and where adequate (b) 167 .3. Suitable provision shall be made for replacement of bearings and for any repairs during service. Span shall be defined as c/c of bearings.ACCOMMODATING STRUCTURES 9.14 Bearings Bearings for the viaducts shall be designed for the span for the different loading combinations.15 Protection to Piers against impact (a) Protection shall be necessary for piers against accidental impact from road vehicles on a case by case basis. where applicable.3.12 Minimum thickness of members Desirable minimum thickness of any concrete member Deck Web of T-beam Web of pre-stressed girders If there are 2 cables at any level – – – – 200 mm 250 mm 150 mm + d 150 mm + 3d (Where d is the outside diameter of the cable duct) Box Girders: minimum thickness of member: Deck slab Bottom flange Web – – – 200 mm 300 mm 250 mm Or as required by IRS Concrete Bridge Code.13 Vibration and Deflection Limitations The amplitude and frequency of vibrations of the viaduct structure shall be limited to international standards. 9. 9.11 Temperature Effects Temperature effects shall be taken into account in accordance with the requirements of BS 5400 Part 2.3. 9. Bearings shall be designed in accordance with the requirements of BS 5400. The overall deflection for elevated structure will be limited taking into consideration the effect of vibration in addition to other considerations.
MANUAL OF SPECIFICATIONS AND STANDARDS
clearances are not available, the foundations and piers shall be designed for an impact force of 100t at a height of 1.2 m above road level in the direction of traffic. The approach to the pier shall also be protected by non-mountable kerb and sand filling. (c) Where clearances are available and a suitably designed safety crash barrier can be provided, the piers need not be checked for impact force. The protection afforded should be such that when a car of 1.5t weight strikes the barrier at 110 kmph and at an angle of 20°, the wheels of the car will only just reach the pier. The clearance between the pier and safety barrier shall be 0.6 m or more, and the safety barrier shall be a guardrail or crash barrier, mounted on posts to form a free standing rail barrier.
Stray Current Corrosion Control Precautions as per EN 50122-2 or equivalent to minimize stray current corrosion caused by DC traction power return through rails. The continuous electrical path shall be provided by ensuring full and reliable electrical connection throughout the structure. The electrically continuous path shall be provided through the steel reinforcement, either by continuous welding of structural reinforcement or by the provision of additional welded mesh reinforcement. Where weld is used to form a grid, welded cross connections shall be at a minimum spacing of:
for longitudinal bars, 600 mm measured in the transverse direction; and for transverse bars, 6 m measured in the longitudinal direction.
The Concessionaire shall demonstrate during construction that the electrical continuity between all metallic structures has been achieved. 9.3.17 Geotechnical Investigations The Concessionaire shall be responsible for determining for his design purposes the Geology and the Geotechnical parameters of the sub-surface strata along the route. For detailed design of foundations, the Concessionaire shall carryout soil borings at each location of foundations. 9.3.18 Proof checking All the general arrangement designs prepared by the Concessionaire’s design consultant shall be submitted to the IE for his review and comments. Based on the GADs suitably modified pursuant to the IE’s comments, the Concessionaire shall take up all the detailed design / construction drawings which shall be got proof checked by a reputed consultant to be appointed by the Concessionaire in consultation with the IE. It shall be the sole responsibility of the Concessionaire to arrange all proof checked “Good for Construction Drawings” (GFCD) well in time for fast progress of Rail system as per Project milestones.
Materials for Construction Specification Materials for construction shall conform to relevant Bureau of Indian Standards or to equivalent or superior international Specifications, and shall be accompanied by test certificates. Notwithstanding above, the Concessionaire shall arrange for test of the materials and supply items at his cost as per programme of tests determined in consultation with the Independent Engineer.
Cement Cement conforming to IRS T-40 specification or OPC-53 Grade conforming to IS 12269 shall be used for pre stressed construction.
Reinforcement Only TMT – HYSD bars conforming to relevant IS codes shall be used.
Prestressing steel Uncoated stress relieved Low Relaxation Steel conforming to IS: 14268, Class 2, shall be used. For PSC girders, lesser number of higher capacity PT tendons shall be preferred. The pre stressing accessories shall be subjected to an acceptance test as per or equivalent to BS: 4447, prior to their actual use on the works. Only multi strand jacks shall be used for tensioning of cables.
Concrete The 28 day characteristic strength of structural concrete measured on 150 mm cubes shall meet the minimum specified strength as mentioned below. Construction work with design mix concrete through computerized automatic batching plants shall be adopted with following minimum grades of concrete for various members as per design requirement / durability considerations. (i) Piles, Pile cap and open foundation – – – – – M 35 M 40 M 45 M 45 M 30
(ii) Piers (iii) All pre-cast element for viaduct and station (iv) Cantilever piers and portals (v) Other miscellaneous structures
For all the main structures, permeability test on concrete sample is to be undertaken to ensure impermeable concrete.
MANUAL OF SPECIFICATIONS AND STANDARDS
Permanent Prestressing All aspects of prestressing including the system proper shall be subject to review by the IE. Anchorage suitable for the cable configuration shall be used. The corrugated sheathing shall be of HDPE.
Construction requirements for Elevated Guideway Structure Casting of Segments Casting of segments shall be done in single pour. All segments shall be marked on the inside with a unique identification.
Tolerances for Finished Segments of pre-cast box girder The Tolerances shall not exceed the following: Length of match-cast segment (not cumulative) – 25 mm Length of totally assembled span Web Thickness Depth of Bottom Slab Depth of Top flange Overall Top Flange Width Diaphragm Thickness Tendon hole Location Position of Shear Keys
– ±2.5 mm – ±10 mm – ±10 mm – ±6 mm – ±25 mm – ±12 mm – ±3 mm – ±6 mm
Handling of Segments The Concessionaire shall be responsible for the proper handling, lifting, storing, transporting and erection of all segments so that they may be placed in the structure without damage. Segments shall be maintained in an upright position at all times and shall be stored, lifted and/or moved in a manner to prevent torsion and other undue stress. Members shall be lifted, hoisted or stored with lifting devices indicated on the shop drawings reviewed by the IE. The stresses induced during any stages of construction shall not exceed 50% of the cube strength achieved at that stage. In addition, the following limitations shall be observed: (i) (ii) The segment shall not be lifted from the casting bed till the concrete reaches the required strength; and The age of the concrete shall be not less than 14 days at the time of its erection and shall have achieved its specified 28-day strength. However,
in case the Concessionaire has any alternative proposal, the same shall be got reviewed by the IE. 220.127.116.11 Transportation and Erection of Segments The movement of segments on road shall be done at night or early morning, so that the disturbance to traffic at the ground level is minimized. Sufficient number of Mobile cranes of adequate capacity and boom length shall be mobilized by the Concessionaire at the casting yards. The transportation and movement of the segments at ground level shall be effected by low-bedded trailers. Segments shall be lifted and assembled by the Launching Girders (LG). Adequate number of LGs for erection shall be mobilized to satisfy the requirement of target milestones. Segments shall not be moved from the casting yard until all curing and strength requirements have been attained, and shall be supported in a manner that will minimize warping. A full scale load test of the Launching Girders, lifting and temporary holding hardware shall be performed to demonstrate the adequacy of this equipment prior to beginning any erection of the segments. The Concessionaire may propose any alternative erection scheme and submit the same for review by the Independent Engineer. 18.104.22.168 Safety Precautions Since heavy loads have to be handled over moving traffic, safety is of utmost importance. The Concessionaire shall enforce a strict Safety System with all necessary precautions and instructions (safety tools, nets, railings, personal protection equipment, proper training of workers, first aid, etc.). No unskilled/ untrained personnel shall be engaged at site to perform the critical activities above the flowing traffic at ground level. The Concessionaire shall be solely responsible for ensuring safety at site during the construction period. 22.214.171.124 Survey Control During Pre-casting operations and erection The surveyor in charge of the operations must complete a data sheet for each segment containing essentially: (i) (ii) (iii) (iv) (v) Theoretical basic data supplied by the design office, allowing the preparation of the horizontal alignment and the two parallel bolt lines; corrected values defined either graphically or by computer; survey control readings; linear measurements on the segments; schematic representation of the segment to rapidly verify the relative positions of the segment axes;
MANUAL OF SPECIFICATIONS AND STANDARDS
level checks to pick up any gross error in level readings on the same segment;
(vii) comments on the casting operations; and (viii) survey control during construction. 126.96.36.199 Drawings and Design Calculations (a) General The Concessionaire shall submit, “Method Statements”, according to an agreed schedule, covering complete details and information concerning the method, materials, equipment and procedures he proposes to use at site. (b) Design calculations for construction procedures In addition to the design calculation for permanent structures, design calculations shall be submitted for false work, erection devices, formwork or other temporary construction which may be required and which will be subject to calculated stress for review by the IE. Computations for the following, shall be submitted for review by the IE: (i) Construction Stage Stress Check in superstructure during all stages of erection using Launching Girders as per the Concessionaire’s proposed erection scheme (Design Construction Integration); Calculations for pre-camber correction required in pre-casting moulds/beds taking care of all post-tensioning forces, temperature, creep, shrinkage etc., computations of deflections and required camber due to dead loads, post-tensioning forces, creep and shrinkage. A tabulation of deflections and camber dimensions shall be included on the shop drawings; and Computation of jacking forces required at pre-cast glued joints during temporary post-tensioning and resultant compressive stress at interface of segments.
Height Gauges At locations where there is a possibility of road vehicles with height above road, of 5.5m or more coming into contact with the girder of the rail system, the over dimensional road vehicles shall have to be prevented from hitting the girder of the Rail System by providing height gauges at suitable locations. The height gauges shall be of robust design capable of withstanding the shocks. The Concessionaire shall make his proposal and design for height gauges at such locations for review by the IE.
4. Decommissioning or dismantling of any part of the existing vehicle traffic control system and setting up temporary traffic lights at junctions to use the construction site shall be carried out by the Concessionaire under the supervision of the concerned traffic police and relevant Municipal Corporation. design and build all re-instatement works.4.4 9.5 9. 9. utility protection and relocation. Landscaping and Environmental Requirements This shall be done as per paragraph 10. The scope of works shall cover: (i) (ii) (iii) Roadways and pedestrian ways. Adequate number of regulatory. Along the median on both sides of the piers. barrier or similar type of kerbs shall be laid continuously except at junctions and cross overs. The Concessionaire shall re-instate the road structure altered by any of the works resulting from the Concessionaire’s Scope of Works.8 9.5 173 .ACCOMMODATING STRUCTURES 9. 9.3 9. shifting of public utilities and other preparatory works along the three corridors so as to maintain the city functions and to improve the street – scope along with the implementation of Rail Project.4. Utilities and Miscellaneous Infrastructure Works The Concessionaire shall survey.15. foot/underpass bridges etc.1 Re-instatement Works.12 and 10.2 The final configuration changes planned for road ways/streets shall be designed by the Concessionaire for review by the IE.4.4. and miscellaneous infrastructures like new access to premises.4. Construction methods shall provide that adjacent structures and utilities are protected against damage due to construction of permanent infrastructure.4.4 9. warning and information sign posts at road level shall be installed / relocated by the Concessionaire to IRC codes and standards. new property walls. The Concessionaire shall modify the existing rain water drainage system to the new configuration required for the implementation of the Rail Project.4.7 9.6 9.
Chapter 10 Station Planning and Design .
respect for local traditions. The space and facilities at Stations shall satisfy functional requirements in the peak hour for the target year under all operating conditions.1.1 10. reliable. Change in location of Stations along the already finalized alignment is permitted to minimize relocation of existing features and to provide better connectivity and traffic integration. Site Access and Circulation Circulation patterns for traffic within Station sites and on approaching streets shall be site specific.1. The Station planning shall permit maximum cross ventilation and natural light for the Station as well as for the roadway below the Station.6 10. Location of Stations is indicated in the DPR. spacious. The overall width of Station structure shall be limited to be within the road width including foot paths.2. well lit and consistent with the environment. cost-effective and customer oriented public transport system.1 10. The Station shall be visually appealing. 10. and minimize visual intrusion into the urban landscape. Where Stations are located outside the road land width.Chapter 10 Station Planning and Design 10.50m shall also be available outside the Station area on road side beyond vertical plane drawn on outer face of crash barrier of elevated guideway supporting column.1.1.7 10.1 (ii) (iii) 177 .1. The station shall enable a safe.1. separation of traffic modes to allow convenient. and shall consider: (i) Integration of Stations with the existing urban fabric.5m (min) at concourse level at Stations.8 10. the overall width shall be governed by site conditions.1. safe and rapid access to and from metro facilities.5 10.3 10.1.9 10.2 10. the public and operating personnel shall have the first priority. and passenger design loads for the Rail System.2 General This section lays down the standards for planning and design of stations. Safety of Users.4 10. This clearance of 5.1. Facilities shall be provided for handicapped persons. merge with the surroundings. Road clearance shall be 5. open.
3. Station parking areas. unobstructed large span structural systems should be adopted.2 Access Modes The Stations shall be designed in a manner that enables Users to arrive at and depart from the Stations via the following modes: (i) (ii) (iii) (iv) Pedestrian walk-in.3. with turning loops eliminating intersections and conflict movements within the site. shall be visually appealing. allowing easy orientation for drivers and facilitating movement of pedestrians. shall be laid out so that queuing for parking will not obstruct bus circulation or automobile and taxi drop-off areas.MANUAL OF SPECIFICATIONS AND STANDARDS 10. if possible and at a minimum shall be easily accessible from the passenger loading area.3.2. Site circulation layouts shall be simple and direct. 178 . Sightlines at merges or intersections shall be left clear. cycle-rickshaw and car drop-off. scooter and cycle with parking facilities.5 10. bus. and car with parking facilities wherever feasible.2. An entrance shall be visible from the bus-loading area.2. with the Station above the site circulation.6 10. appropriate roof and ceiling heights should be provided. functional aesthetics. in most cases.3 10. tastefully designed reflecting local culture and flavour.2.1 Site Circulation Parameters Site circulation and Station circulation shall be separated vertically. energy efficient and with a Station architecture that is site specific and environmentally compatible. roadways shall be one-way circulation.3 10.4 Station Quality The considerations in a quality design are: (i) (ii) (iii) Aesthetic and functional qualities are to be incorporated.2. 10.7 10.2 10. Station Architecture The Stations being windows to the metro service.3.3.2. The design should identify significant architectural features which should be taken into account. auto-rickshaw. Station and property development circulation shall be separated as far as possible. and taxi. Covered access from the vehicle drop-off areas to the Station entrance shall be provided.3 10.3.3. Where conditions permit.2. 10. user friendly.4 10.2.2.
Dimensions of pedestrian walkways and crosswalks shall comply with The Indian Roads Congress (IRC) codes and standards. the paving material. with provision of space for short waiting periods. shall be carried across the roadway to emphasize the pedestrian right-of-way.1 Pedestrian Access Direct and safe approaches for pedestrians shall be provided into the Station area from all adjacent streets. with adequate queuing space at all passenger service areas without disrupting normal User flow.7 10.2 179 . Where major pedestrian paths cross roadways.7.6. The parking pattern shall allow pedestrians to walk toward the Station with a minimum of traffic crossings.6. the design should make efficient use of space which aesthetically integrates lighting.5 10.6 10. and electrical and mechanical systems.6 10. Pedestrian crossings shall be emphasized with textured pavement of crosswalk marking.7 10.5 Spatial Vertical Clearances (a) (b) All public spaces including stairs and ramps shall have a minimum ceiling height or vertical clearance of 3 m. wherever possible.7. Vehicles shall enter from secondary roads.STATION PLANNING AND DESIGN (iv) (v) facades and other structural systems should provide adequate weather protection and natural light.6. Pedestrian crossings shall have good visibility for both pedestrians and road vehicle drivers.6. communications. kerb cuts shall be provided for persons with special needs.6. 10. At all pedestrian crossings.2 10.3 10.8 10.4 m. or a material of similar colour. All non-public spaces including stairs and ramps shall have a minimum ceiling height or vertical clearance of 2.4 10. Pedestrians shall have the right-of way over vehicle at crossings of internal roadways.6.1 10. (vi) 10. Pedestrian crossings at streets wider than four traffic lanes shall have a refuge area in the median. Vehicular Access Vehicular entrances shall be located to distribute traffic loads evenly over the site. and provision for free and safe flow of Users.6.6. All kerb cuts shall be marked with signs. 10. ventilation.
Parking shall be on a pay per entry basis.8. The following elements are to be designed and provided for: (i) (ii) (iii) (iv) (v) (vi) Adequate ventilation and lighting for the road users below. Additional bus lay-bys shall be provided as per site specific requirements and demand forecasts. Subways.9.3 10. stair and escalator space requirements shall conform to NFPA 130. landscaping shall be used to sub-divide the parking area and to provide shade. space for passenger operated machines (Automatic Ticket Dispensing Machines) for future.8. Entrance and exit gates shall be operated by means of a card validated at the parking shroff (parking check points).9 10. Parking designated for persons with special needs shall be located as close to the Station entrances as possible. where possible.8. Bus lay-bys shall be provided at Stations to facilitate User transfers to bus transport in the event of Emergency or Train failure.5 10. 10.3 Entrance and exit from Station parking shall be separated. Emergency vehicle access shall be provided to all building structures. ticket counters/Automatic ticket vending machines (should be provided before access to gates/validators). User amenities to help in decentralizing customer volume and to facilitate easy maintenance.7.8. Station Parking Where Station parking is at-grade. Station Design Requirements Station Configurations Stations shall be designed for peak flow of User traffic and the requirements of future Train services and shall follow NFPA 130.8 10.1 10.6 10. especially the Station entrances. passenger kiosks and commercial kiosks. from those of bus and auto drop-offs.MANUAL OF SPECIFICATIONS AND STANDARDS 10. All public parking places shall be numbered.8.2 10.4 10. Station access roads and parking lot perimeter roads shall accommodate emergency vehicles including fire trucks.1 (vii) emergency evacuation exits. Roadway crossings from these spaces to the Station entrance shall be kept to a minimum. customer service center. 180 .4 10.7.8.
with doors opening both ways. platform. (xiii) signages. Adequate lighting shall be provided.STATION PLANNING AND DESIGN (viii) AFC system and AFC gates. minimizing shadows and avoiding dark areas. (xvi) security alarm and fire protection system to be located in Station manager’s room complete with fire fighting equipment as per requirement of concerned authorities. other building/structure areas.9.2. The following features shall be incorporated in Station design to maximize safety and security of the metro system and its users. 181 .9. Shatter guard protection shall be provided for glass windows/doors. spacious and well lit so as to maximize visibility of people.2. (ix) (x) (xi) parking and circulation area for traffic integration.3 The Station design shall conform to the following standards: (i) The Persons with Disabilities Act. (xiv) requirements for physically challenged Userss and senior citizens. and shall be direct. well lit and with good visibility.9. Transparent material for door of the cabin of stair wells and elevators shall be provided. (xv) landscaping works. Planning shall provide for open lines of sight to as much area as possible. All passenger routes of travel shall be clearly defined. 10. and parking areas. Hiding areas shall be minimized. (a) (b) (c) (d) (e) (f) (g) (h) Stations shall be open. and (xvii) lightning protection and primary surge protection system for incoming power supply to the building and for sensitive relays and electronic equipment. lifts and stairs.1 Design Features for General Station Security The Station design should be such as to promote real and perceived security for the Users.9. (xii) on line Passenger Information System including digital clocks and PA system. 10.2.2 10. escalators. Station entrances and exits to allow for entry/exit of Users under normal and emergency conditions.2 10. Access points to parking area shall be minimized. name boards and route maps.
International Building Code. (vii) commercial areas. security and orientation when entering.9. as applicable to (i) (ii) (iii) (iv) (v) (vi) Planning and Design Principles. safety and security.3. access to Station and circulation. User information shall cover the following as the minimum: (i) Static signages such as Station name.3. destination of services.4 Handicap Accessibility The Railway System design shall conform to the following reference standards and regulations (a) (b) (c) (d) The Persons with Disabilities Act. platform 10. (ix) (x) 10. and NFPA 130-Standard for Fixed Guideway Transit and Passenger Rail Systems.MANUAL OF SPECIFICATIONS AND STANDARDS (ii) (iii) (iv) (v) National Building Code. 10. provide information of the Station and its services and provide information on Train services. engendering a sense of reassurance.1 signage and graphics. NFPA 70-National Electrical Code. Americans with Disabilities Act (ADA). It shall Guide Users to various Station areas. NFPA 72-National Fire Alarm Code.3 10. Essential public information signages shall be of retro-reflective high intensity prismatic boards or equivalent.9. waiting area and ticketing.3 182 .9. toilets – public toilets to be provided in non-paid areas. (viii) lighting.9.9. ADA Accessibility Guidelines for Buildings and Facilities (ADAAG). Information Displays Signages shall be user-friendly and shall provide information essential to Users.3. and furniture fixtures and equipment. Station layout.2 10.2. exiting or transferring.
intermodal connections.3. direction.9. lifts and escalators. and (vii) rules of conduct to Users.3.4.4 Major information to Users such as platform number.4 10.7 10.3 10.3. and signages shall be placed on the left side of passages including stairs.1 10. Advertisement Advertisement installations may be installed in public areas and at Station site areas including at inter-modal transfer facilities.3. direction.9. The technical fabrication details for the fixed hardware system shall be in accordance with security requirements. Advertisement installations shall not adversely impact metro operations.9.2 10. signs shall be placed at decision points. emergency exits.9. entry. The following principles shall be followed for placement of signages: (i) (ii) (iii) User information displays should be so located that Users seeking information have ready access without obstructing free flow of Users. and perpendicular to the line of sight.9.4.9. For other information. Station circulation pathways or create safety hazard and shall be compatible with Station design including signage and art installations Commercial third party advertising or news messages shall not be combined with messages to Users on railway services. information on the use or operation of a place or system.4.4.4 183 . (ii) (iii) (iv) (v) (vi) variable signages such as real time travel information to customers.9.3. and exit.8 Lighting levels shall be so designed that general lighting does not overpower the light emitted by signages. The installations shall be of standard sizes with fire resistant/ non-combustible materials. way finding signs.5 10.9.9. exit etc shall be in letters of size not less than 300mm. 10.6 10. maps and long term changeable information on scheduled services. position of doors of Coaches. All signages shall have alternate pictorial signages of same size as the letters.9. entry. 10. size and color code shall be decided in consultation with the IE. 10.STATION PLANNING AND DESIGN number.
Platform width shall be calculated as per NFPA 130 for a minimum level of comfort E. Fire detection and suppression shall be generally as per NBC – 2005.9.9.5. side platforms built approximately to the height of the Coach floor and designed to give free visual access along its length shall be provided.9.5. The maximum travel distance to an exit from any point on the platform shall not exceed 100 m.MANUAL OF SPECIFICATIONS AND STANDARDS 10. the Station design shall meet the requirements for Stations as provided in NFPA 130. 10.7 10.6. projected ridership figures or maximum Train load capacities as per future plan. Ramps to assist wheel chair users to board/alight Trains shall be provided with step-free access.188.8.131.52.4 184 . Suspended signs. Platform should have clearances as per Schedule of Dimensions.5.4 10.9. Occupancy at the time of evacuation should be based on peak usage with 5 minutes delay to the scheduled Train service in the busiest direction only.5.2 10.6.5. Item 5.9. Users waiting to board and those normally alighting from the next Train in each direction should be evacuated.2 10.3 10. Roof shall be provided over the entire platform.5 .9.8 10.5 10. For calculation of occupant load.6 10.1 m above finished floor. and fixtures shall have a minimum clearance of 2.5. non slip and visually pleasing finish using heavy duty homogeneous tiles. Emergency Egress Station design should allow safe evacuation of occupants in an Emergency. Section-5.5 10. Platforms shall have a clear head room of at least 3000 mm to structures and platform signs to a width of at least 2000 mm from the platform edge over their entire length.9.5. Minimum 4.Means of Egress.184.108.40.206. Each Station shall have a minimum of two main access/egress points remotely located from one another.3 10. Platform floor shall have durable.1 Platform Platform length must allow safe access to all doors of Trains including door to the drivers cab and shall accommodate the longest Train plus allowance for inaccurate stopping.2007 Edition.9. whichever is more shall be used. For egress/fire evacuation measures.0 m wide.1 10. There shall be sufficient exit to evacuate the Station occupant load from the Station platform within the time period prescribed as per NFPA 130 standard.6 10. fittings.5.
and (vii) CCTV monitoring of all Station areas.10. Public Address System should be protected as per provisions of IS: 3218.10.1. communication system.10 10. elevators and stairs should be integrated 185 .7. the control should also have the following: (i) (ii) (iii) (iv) (v) (vi) An Emergency procedure information system. 10.2 Elevators. An electrical fire alarm should be provided for manual operation by Users/ staff. public address system. ticket barriers and other equipments.7 10.1.10. lighting. a means of summoning Emergency services.10. The non public areas should be provided with a warning cum address system to alert staff inside plant and machine rooms.9.2.3 The local central management unit shall be the relay to the OCC 10. escalators.7.9. Escalators and Stairs 10.2 The equipment under local central command shall include the following as a minimum: (i) (ii) (iii) The entrance closing gates of the Station.1 Fire Precautions The choice of materials in public areas of Stations should be such as to keep the fire load and the smoke and toxic gas generation in the event of a fire to the minimum practicable level.1 10.7.7.9.3 10.4 10. Fire fighting equipment should be provided as per Applicable Law.1 General (a) The positioning of escalators. and escalators and lifts.4 For dealing with Emergency.1. 10.9.1.STATION PLANNING AND DESIGN 10. 10.10. a means of monitoring operation of lifts. Performance Requirements Centralized control of the Station E&Ms.10.10. and installed in accordance with IS 3218: Code of Practice for Fire detection and Alarm Systems.2 10. 10. a means of monitoring fire detection systems.1 All Stations shall have a dedicated central management unit of all major E&M equipment so that the maintenance staff can have control over them.9.
10. Elevators shall be equipped with Automatic Rescue Device and electrically operated proximity detector device(s) installed on the leading edge of the car doors to create a three dimensional zone of protection for the entire height of the door opening.2.10. (b) (c) (d) (e) (f) (ii) (g) (h) Elevators shall have Variable Voltage and Variable Frequency (VVVF) drive system.2 Elevators (a) Elevators with a carrying capacity of not less than 10 Users and designed to accommodate wheel chairs shall be provided. Elevators shall be electric traction type and machine-room less arrangement with the traction drive motor and controls mounted within the hoist way of the Elevator at the top landing. the use of elevators shall be prohibited. They shall be suitable for service as public service/goods elevators and shall be rated for a minimum of 180 movements/hour. Elevators shall have minimum opening dimensions of 900 mm x 2100 mm and shall be rated for a minimum 1000 kg load.MANUAL OF SPECIFICATIONS AND STANDARDS with User flows throughout the Station. During a fire situation. An intercom system shall be provided between the Elevator and the Station Control Room (SCR) for emergency communication. (b) Adequate space for queuing shall be provided for all escalators and elevators. The elevators shall comply fully with the National Policy for Persons with Disabilities – 2006. and emergency lighting and intercom for a duration of 3 hours. Elevator doors shall be heavy duty and all accessories shall be of the “anti vandal” type. These shall be positioned to encourage left hand circulation and minimize conflicting User movements. Elevators shall be type Class A for passenger loading and shall comply with NFPA 101 Fire Life Safety requirements. or equivalent to allow for the emergency release of Users at nearest landing. Elevators shall comply with BS 7255 – “Code of Practice for safe working of lifts”. This shall include: (i) an alarm button at low level in elevator and two way speech communication with Station control both being controlled from a supply independent of elevator main supply. Elevators shall be provided with Lift safety instructions announcement system to facilitate use of elevators by “visually – impaired” commuters. (i) (j) 186 . Elevators shall comply with NBC-2005 and BS-EN 81 and other appropriate international codes and standards and relevant statutory requirements.
of India vide their letter no. The ventilation openings shall have a minimum free area of 0. whichever is more. C-31011/1/2001-AVII.63 m/minute (vertical component of travel speed) (b) Escalators shall be used as stairways in stationary position during an Emergency for Station evacuation. All escalators shall be of a standard pattern. (l) (m) (n) (o) 10.2. dated 7.3 m².5 % of the cross-section of the elevator shaft. The control system shall be microprocessor based to control the Elevator position and operating sequence logic and have the facility for transmitting function and fault data. Guidelines for safety of elevator circulated vide A.3 m² or. concourse and platforms to meet the requirement of the Key Performance Indicators and NFPA-130.12. IS: 7759. IS: 15785: “Guidelines and space standard for Barrier free Built Environment for Disabled and Elderly Persons” published by the CPWD (Central Public Works Department) India.STATION PLANNING AND DESIGN (k) Elevators with single access shall include a laminated framed safety mirror in the rear panel of at least half of the elevator height.10. IS: 1860. having a minimum width of 1000 mm with a width at hip height of 1200 mm. IS: 15330. for ease of reversing of wheel chairs from the elevators. two lanes wide. issued by the Ministry of Urban Development and Poverty Alleviation. Govt.3 Escalators (a) Escalators shall be provided at all Stations to assist vertical User traffic flow between street level. A ventilation opening or duct to open air of area 0. Escalators shall be reversible. or 3. series circular no. whichever is greater shall be provided at the top of each elevator shaft. V. Escalators shall be designed for continuous operation in either direction (d) (e) 187 . Additional codes and standards applicable. monitoring and control of the operation being through the system of SMS. They shall have four (4) flat treads at entry and exit and be equipped with double safety brushes on either side. Capacity and travel speed of escalators shall be computed as under: (i) (ii) (c) Capacity Travel Speed – – 60 to 90 persons per minute (minimum) 14.2001. 822. Monitoring and control of the Elevator operation shall be through the system of Station Management Systems (SMS).5% of the cross section of the elevator shaft. Operating panel buttons shall be a minimum of 50 mm diameter and shall also have the operation of the button superimposed on it in Braille. 3. are as follows: IS: 14665.
a joint Station shall be provided with the 188 .1 Interchange Stations Where two corridors intersect. Hand rails shall be provided at a height of about 900 mm.2 m/s and come to halt if not occupied for 5 minutes. Minimum width of stairs shall be 1500 mm. seven days per week.MANUAL OF SPECIFICATIONS AND STANDARDS for a period of not less than 20 hours per day. During periods of no occupancy. relevant provision of NFPA 130 shall apply.2. (f) Materials of construction for escalators exposed to high ambient temperatures and dusty and dirty conditions shall be suitable for these aggressive conditions.10. They shall be suitable for service as public service escalators /passenger conveyors. When a stair runs along side of an escalator. Riser shall not be more than 150 mm. (g) (h) (i) (j) (k) (l) 10. Operation of escalators (starting and stopping) shall be controlled from upper or lower level and from the Station Control Room. Step noses shall be rounded and color contrasted. Escalators shall be so designed that routine operation and maintenance can be performed with minimum disruption to Station functioning. For fire escape stairs. Access shall be provided to the escalator underside for cleaning purposes. Escalators shall be located along the normal and direct path of User circulation and be easily identifiable. The angle inclination of the escalators shall be not more than 30° to the horizontal with two tread band speeds of 0. Escalators shall comply with BS-EN 115.65 m/s. the angle of stair nosings shall be aligned with those of the escalator and should be below the line of the escalator treads.10. The stairway must be well lit. Tread of steps should be minimum 300 mm. 10. Escalators shall conform to BS EN 115: Safety rules for the construction and installation of escalators and passenger conveyors.0 m. the speed shall automatically reduce to 0. Minimum head room over a stair shall be 3.5 and 0.3 Inter-change/Intermodal Stations 10.4 Stairs (a) (b) (c) (d) (e) (f) (g) (h) All steps in a flight of stairs should have the same dimensions.3. at temperatures varying between 5°C and 46°C.10.
2 Inter – modal Stations Design of the Stations shall integrate bus stops arrangements of the main or feeder bus line(s) crossing the corridor.11. improve the aesthetics. be durable. mezzanine in between to facilitate the interchange of Users between upper and lower platforms. (b) Attachment Eliminate hazard from dislodgment due to temperature change. aging. 10.STATION PLANNING AND DESIGN following features: (i) (ii) (iii) Lower level platform. wind. (c) Skid-resistant (for walking surfaces) Use floor materials with skid-resistant qualities. and (alternative design enabling interchange at equal or more efficiency may also be adopted) (iv) ticket vending facilities. upper level platform. fire resistant.1 Safety (a) Fire Resistance and Smoke Generation Use materials with minimum burning rates. Required street lay out around the Stations for ensuring proper flows of urban traffic and Users shall be done. Entrances. consistent with requirements of Fire/Life Safety requirements.10. operable and maintainable with minimum resources. or other causes. smoke generation.11.3.11 Materials and Station Finishes The materials selected and finishes adopted for floors. platform edge strips. vibration. stairways. and toxicity characteristics for Station finishes. and areas around equipment should have flooring having high skid-resistant properties. 10.1. 10.1 Basic Requirements 10. seismic forces. vandal resistant. The following static coefficients of friction shall be provided as a minimum: 189 . The materials chosen should be durable. by using proper attachments of adequate bond strength. For Stations with possible interchange with railway stations. environment friendly and pleasing. street lay-out arrangements for ensuring proper User flows between the railway station and the metro station shall be provided. walls and ceilings should provide comfort and safety.
and their location in the Station. if damaged. (b) Repair or Replacement Use materials which. 10.2 Durability Use materials with wear resistance. non-public horizontal surfaces.8. exterior-0. and on which minor soiling is not apparent.5 Aesthetic Qualities Create feeling of warmth. Contrast Platform edge strips shall be of visually-contrasting material.11. attractiveness. damage or remove shall be provided.5. and area around equipment-0. Spare materials shall be available for tile and other unit materials. sloping sidewalks-0.1. Materials shall be cleanable with standard equipment and cleansing agents.11. All surfaces exposed to the public are to be finished in such a manner that the results of casual vandalism can be readily removed with normal maintenance techniques. quality.4 Resistance to Vandalism Materials and features that do not encourage vandalism and are difficult to deface. The Concessionaire is required to describe procedures for removal of more serious defacement for each finish in public areas and within 3 m of the floor surface. which have surfaces that are easy to clean in a single operation. 10.1.1. (Say a quantity of approximately two percent of the total used. are easily repaired or replaced without undue interference with the operation of the System.3 Ease of Maintenance (a) Cleaning Use materials which do not soil or stain easily.11.1.).11. non-public horizontal surfaces.6. strength. stairs. and civic pride in the facility. interior-0. ramps.6. The materials must maintain good appearance throughout their useful life. as part of the Maintenance Manual. 10. Materials shall be colorfast.MANUAL OF SPECIFICATIONS AND STANDARDS Coefficient of Friction (i) (ii) (iii) (iv) (v) (d) Public horizontal surfaces-0.6. 190 . and weathering qualities consistent with their initial and replacement costs. 10.
6 Cost Materials shall be selected for long life. which would result in a high level of illumination. Surfaces within reach of the public. A distinctive texture shall be provided at the platform edge when open or operable to the tracking to enable the blind to sense the platform edge. flush.2.3 Texture Smooth surfaces should be preferred over rough ones for ease in cleaning and being less prone to catch settling dust. Monolithic materials may be used if they have inherent soil hiding characteristics that can be easily repaired without the repair being noticeable. 10. 10. Monolithic materials should have adequate control joints and expansion joints at the proper spacing in order to prevent surface cracking. To provide uniform contrast ratio in all Stations.4 Unit Size Unit should be large enough to reduce the number of joints yet small enough to conceal minor soiling and scratches and to facilitate replacement if damaged. non-staining.2 Color Colors shall aid maintaining high illumination levels.11. 10.11. and the appearance of high cleanliness. with sufficient contrasts and accents to provide visual interest and warmth and to conceal minor soiling. a 100 mm wide yellow warning strip shall be placed adjacent to the 500 mm paver at platform edge. limited in number and using the best possible materials.5 Joints Joints should be small. and are acceptable where surfaces are difficult to reach.2 General Criteria Certain general criteria for finish materials are indicated below to achieve the goals outlined above as well as those. 191 .2. Rough surfaces are desirable where a skid resistant feature is important. 10.2.11.1 Surface Applied materials shall be hard.11. good cleanliness levels. non-porous.11.2. acid and alkali resistant.2. 10. of long life and low maintenance. Horizontal joints should not be raked but should be flush or tooled concave. dense.11. low maintenance. easy to replace and overall aesthetic and functional qualities. 10.STATION PLANNING AND DESIGN 10.11. upto 3 m above the floor level may be finished with applied materials.2.
8 Proprietary Materials Proprietary items shall only be used where it is established that no other materials would meet the particular design requirements. (vii) American National Standards Institute(ANSI). 192 .2. (ii) (iii) 10. Domestic products shall be selected unless the product is not available within the country.9 Installation Standards Materials shall be detailed and specified to be installed in accordance with industry standards and manufacturer’s printed directions. 10.11. mezzanines. Landscaping at Elevated Station Complex and Guideway Alignment Landscaping of all areas within the Rail System shall be undertaken in consultation with the Government.2.2. (viii) British Standards(BS).2.11. and combustible adhesives and sealants may be used when they meet the requirements stated above. American Society of Civil Engineers(ASCE). corridors. (ix) (x) 10. 10. National Fire Protection Association. Bureau of Indian Standards(BIS).3 Reference codes and standards The following codes and standards shall be adopted: (i) (ii) (iii) (iv) (v) (vi) National Building Code. stairways.220.127.116.11 Availability Materials selected should be readily available. and NFPA Codes. finishes in all other areas shall be Class B as defined by NFPA 101.10 Flammability Interior finishes including doors/ windows shall meet requirements of the code and the fire/life safety requirement: (i) Finishes for all protected exit ways shall be Class A as defined by NFPA 101.12 American Architectural Manufacturers Association(AAMA).MANUAL OF SPECIFICATIONS AND STANDARDS 10. 10. ASTM Standards in Building Codes. and vestibules shall be considered exit ways. International Standards Organization(ISO). Platforms.
rules. norms. Particular attention shall be paid to the minimization of noise at the low end of the acoustic frequency spectrum. 10.15.12.STATION PLANNING AND DESIGN 10.2 Noise 10.15. including non-structural parts.13 Rain Water Harvesting The rain water harvesting of the runoff water within the Station areas shall be planned as per the policy.15. the environmental protection 10. 10. of the structures shall minimize as far as practicable the radiation of noise due to vibration caused by the passage of Trains. trees and ground cover suitable to their location and the city environment shall be provided within the full length of the central median to improve and soften the impact of the structure on the city scene after completion of construction. and 193 .2.15 10. requirements and methods of the State and the Central Government.14 Fencing The Concessionaire shall provide appropriate vandal-proof perimeter fencing at suitable locations.12.1 Environmental Protection Requirements General The Concessionaire shall implement requirements applicable to the Works. along the entire reserve boundaries at both sides of the Rail System including Depots. installations.1 The design of the permanent works shall comply fully with the following requirements: (i) All parts. Shrubs. 10.3 Depot Areas Appropriate planting should be provided in the Depot area. 10.2 Station Areas Appropriate planting should be provided to enhance and soften the appearance of the Station box. buildings etc.12. Watering points shall be provided at appropriate centers along the median. the approach structures and the inter change areas. determined in consultation with the IE.1 Rail System Alignment Suitable landscaping and appropriate vegetation along the route of the viaduct shall be provided to improve the aesthetic appearance. Stations. 10.
2 Allowable Range of Noise levels: The allowable range of noise levels for different land uses are: Residential Business and Commercial Hospitals Rural 10.15.3 Provision of Noise barriers: Noise shall be reduced to locally acceptable levels by provision of low vibration track forms. design of parapet walls and treatment of their track side surface. The choice of barrier type and their disposition along the parapet / railing shall be closely related to aesthetics of the structures. resilient base plates.2.15. They shall be supplemented by providing sound absorption material on sides of the viaduct superstructures.MANUAL OF SPECIFICATIONS AND STANDARDS (ii) walls and slabs intended to contain airborne noise from the Trains shall be of concrete of 200 mm minimum thickness and shall be purposemade.2. Additional noise barriers shall be provided in lengths of viaducts and bridges passing through sensitive residential or hospital zones. non-combustible and vibration absorbing / dampening. : : : : 50 – 70 dbA 75 dbA 60 dbA 45 – 50 dbA 194 . 10. and shall utilise GRC panels or similar construction.
Chapter 11 Building Services .
and (e) (vii) lightning and surge protection system.2 11. 4-wire low voltage power distribution system. automatic power factor correction system to appropriate power factor.1 General A building management system shall be provided for control and monitoring of E&M services at Stations and Depots.1 Electrical Services General (a) (b) The electrical power design shall comply with the relevant current International standards.2. Essential equipment shall comprise the following: (i) (ii) those required to maintain the Rail System safety. emergency lighting for Stations and approaches to Stations. 50 Hz.Chapter 11 Building Services 11. The LV power supply system shall include: (i) (ii) (iii) (iv) (v) (vi) MCC/LV switchboards / distribution boards and associated cabling. commencing from incoming LV cables connecting to the LV terminals of the 33/0. local codes and statutory requirements. (d) The electrical power system shall consist of TNS 415 V. The E&M equipment shall be classified into the following categories: (i) (ii) (c) Essential equipment. 3-phase. This section lays down the standards and performance requirements for the building services.415 kV transformers. all LV supply routes for designated services. and operationally critical facilities. Emergency backup supply shall be in the form of a UPS system and a Diesel Generator of adequate capacity at each Station. normal lighting. 197 . 11. and non-essential equipment. earthing and bonding system. systems and cable galleries / ways in the Stations.
the current rating and type of unit being appropriate to the application with nominal voltage to earth of 230V.3 Switchgear All assemblies of switchgear and control gear shall comply with EN 60439-1. The minimum category of duty for units of 50 amps and below shall be 9 kA (M3) and for all others Moulded Case Circuit Breakers (MCCB) shall be used. The distribution system shall comply with national and international standards with respect to electromagnetic compatibility. Where any other voltage is required for a particular piece of plant. including regulation of the transformer. 11.2. All equipment. Miniature circuit breakers shall be in accordance with IEC 898. (b) (c) 198 . stray current corrosion and radio frequency interference (RFI) criteria. The circuit breakers shall also meet the fault conditions specified for the board. cables and components comprising the distribution system shall be designed to operate at a nominal temperature of 50°C. EN 50081 and EN 50082 for electronic equipment and CENELEC EN 50121 for fixed power supplies. All cables shall comply with IEC 331-1.10% in the worst case. 11. IEC 947. current and fault duty to which they are exposed. corrosion protection.2.MANUAL OF SPECIFICATIONS AND STANDARDS A power system analysis shall be provided to verify that all equipment chosen are rated for the voltage. AC 23A. BS 5486-12 or equivalent. the conversion shall be carried out via dry type transformers of adequate capacity to allow the use of power from this source.2 Low Voltage Distribution (a) The power supplies shall be distributed at either 415V three phase and neutral or 230V single phase and neutral as necessary. Any circuit breaker shall have the design uninterrupted current rating (when enclosed in its operating environment with its rated operational voltage) the same as that specified for the switchboard. Low voltage air break switches shall comply with IEC 408 with an uninterrupted rated duty and utilization category.4 Circuit Breakers (a) Circuit breakers shall comply with IEC 890. (b) (c) (d) 11. The distribution system shall be designed to supply power with a variation of +/. and EN 60947. EN 50121-2. From there it shall be distributed as required and shall include the provision of feeders to the plant rooms from the Station UPS.2. The 415V 3-phase 50Hz power supply shall be connected to the main distribution board (MDB) at each Station.
cable trays. Sufficient spare space capacity shall be provided for anticipated future expansion. where necessary to maintain the service.5. When necessary. also be lockable in the closed (ON) position.7 Protection Circuits (a) Protection circuits shall be provided for all main and sub circuits against 199 . Heat resisting cables shall comply with BS 6007. Switchboards shall have sufficient space to house switchgear. cableways and brackets for future expansion.2. battery rooms and closets. All conductors shall be enclosed in their entirety in armour sheaths. The short time withstand current of the switchboards shall be 50 kA for 1 second and shall have a fault withstand classification of Class 3 for a supply voltage of 415V AC between phases. Switchboards shall be located in dedicated electrical equipment rooms. Sufficient spare capacity shall be provided for all cable trays. Typically these would be the following: (i) (ii) (iii) (iv) (c) IP 54 for outside installations but installed within an enclosure rated to IP 65.6 Cabling (a) (b) All cabling materials and installation shall comply with the requirements of IEC 331-1.2. Cables for use on the 415V AC system shall be multi stranded copper cored XLPE Cables. (c) (d) 11.4) and be of the break type having an uninterrupted rated duty and utilization category AC3. ‘essential’ and ‘semi-essential’ shall. 11. trunking. The circuit breaker shall comply with IEC 947-1 (5. at 50 Hz. All switches and isolators shall be lockable in the OFF position.BUILDING SERVICES (d) (e) All MCCB shall have a 50 kA rupturing capacity. Adequate degrees of protection shall be provided for the equipment dependant on their location. control gear and components. Switches for ‘emergency’.2. boxes or cabinets which shall be capable of being subjected to temperatures up to 50°C for 1 hour. (f) 11.5 Switchboards (a) (b) Switchboards shall comply with IEC standard 439/1. IP 54 for installations at mid section. Armoured XLPE insulated underground cables shall comply with BS 6346. feeder circuit breakers shall incorporate reverse current tripping. and IP 43 for installations at concourse level or in plant rooms. IP 54 for installations at platforms. conduits.
200 . Discrimination shall be in accordance with BS 88. ramps.2. (iv) (v) (vi) (vii) platform lighting should high light the platform edge. at platform level. 11. under and over voltage. The need to highlight information panels and to illuminate the Train surface for the ease of Users when alighting the Train shall be taken into account. escalators and stairways shall be well illuminated. a graduation of the lighting level shall be provided. The protective devices shall be capable of interrupting (without damage to any equipment or the mains or sub circuits) the short specified maximum short circuit. stairways. and escalators should be permanently lit when there is no day light.MANUAL OF SPECIFICATIONS AND STANDARDS the following: (i) (ii) (iii) (iv) (b) Excess current. lighting shall not blind Train operations. subways. BS EN 60898. (c) 11. Lighting levels shall be graduated consistent with safety and comfort avoiding abrupt change in illumination levels.9. BS 7375 and any other applicable Standards. employees and Emergency Services required for evacuating the system under an emergency. lighting shall be compatible with that of the Train.9 11.2.1 Station lighting General (a) (b) (c) Station lighting shall be energy efficient. trackway lighting shall be sufficient to define a path for the prompt safe and orderly movement of patrons. steps. The following general guidelines shall be followed: (i) (ii) (iii) At Station entrances where Users enter from sunlit streets. including foot bridges. all Station premises to which Users have access.8 Metering All instruments and meters shall be completely segregated in instrument compartments. residual current.2. A reduced intensity shall be provided at platform ends (particularly the leading end) to reduce the glare to the driver while entering the Station. and earth faults.
(xv) luminaires shall have the degree of protection dictated by their location.2. luminaires in Station Control Rooms shall be positioned so that no reflected glare from dials or monitor screens interferes with the operator’s vision. (xiv) lighting in public areas shall be controlled by Station Management System. EN 13201– Road Lighting. typically IP 65 shall be employed. unimpaired by waiting Users. Lighting levels should be graduated consistent with safety and comfort. (xiii) multi purpose wall lighting and feature lighting shall be provided to illuminate signage. (xi) (xii) lighting design shall take into consideration the use of daylight as far as possible for energy conservation purposes and suitable controls shall be provided accordingly. particular care shall be taken as to the type and distribution of light fittings. BS-EN 60598 – Luminaires.2 Lighting Standards The lighting system requirements shall comply with following standards: (i) (ii) (iii) (iv) BS 5266 – Emergency Lighting. dark recesses and areas of poor lighting levels. outdoor lighting shall be provided as required outside Stations. and (xix) lighting levels shall be uniformly distributed throughout as far as possible and be designed to prevent glare. avoiding abrupt changes in illumination levels. (xvii) any required illumination shall be arranged such that any failure of any single lighting unit shall not leave the area in total darkness. (xvi) the light fittings shall not emit toxic gases in the case of fire. a high degree of protection. (xviii) in general the luminaires shall have a minimum down light output ratio of 70%. National Building Code. 11. shall be provided in the form of wire guards or other such devices. advertisements and specific areas such as help points and/or Designated Waiting Areas (DWA). Where luminaires are subject to excesses of dust and water. and well lit during hours of darkness.BUILDING SERVICES (viii) Station name boards should be conspicuously visible along platforms at intervals.9. Mechanical protection of luminaires against damage from impact wherever the risk occurs. (ix) (x) when CCTV is being used. 201 .
MANUAL OF SPECIFICATIONS AND STANDARDS (v) (vi) recommended practice of Illuminating Engineering Society (IES) of North America. The minimum levels of illumination shall be maintained for at least three hours during the failure of the normal supply of electricity. The normal supply to emergency lighting shall be through an automatic changeover switch and UPS. (c) (d) (e) 11. rooms Electrical switch rooms TSSs and ASSs Escalators and Lifts Passenger Help Points (DWA) Operations/control rooms Escape routes and stairs Platform (Edge) Normal Level in lux 200 200 200 150 200 300 (panel face) 20 250 Emergency Lighting in lux 30 30 30 30 30 30 10 37.9. Emergency lighting shall be provided in all public areas.4 Illumination Levels The following table indicates the design illumination levels that the Concessionaire shall provide. Code of Practice for Interior Lighting (as per CIBSE) and CIE recommendations for Glare Control.3 Emergency Lighting (a) (b) Emergency lighting shall be defined as the lighting that is required to be provided for use when the LV power supply fails. for both normal and emergency lighting levels: Areas Signalling and Comm. In the event of power failure. exit signages. Emergency lighting shall comply with IS 3217 – Code of Practice for Emergency Lighting. emergency lighting shall define a path of egress to assist in safe evacuation. In each room at least one luminary shall be connected to the emergency supply. escalators and stairways. as a minimum. The output of the UPS shall be channelled through separate circuits to feed each area. including passages.2. 18.104.22.168 202 . escape/exit routes including control rooms and plant rooms. and (vii) NFPA 101– Life Safety Code.
provide a single – point earthing method for each equipment. cabinets.2.10 Earthing and Bonding 200 250 150 200 200 150 75 300 30 37.10. The earthing shall be designed to comply with the local and international building regulations to ensure safety of persons. The provision of equi-potential bonds shall ensure that touch voltages (between conducting components accessible to persons) during a fault condition do not exceed 60V and avoid electrolytic corrosion of metal parts and structural elements. to prevent the possibility of dangerous voltage rises and to ensure that faults are rapidly cleared by the installed circuit protection. achieve a reduction in potential to the systems neutrals.2. reduce or eliminate the effects of electrostatic and electromagnetic interference on equipment arising from auxiliary electrical systems. Other design requirements of the earthing systems are to ensure correct operation of breakers and tripping devices and limitation of damage to plant. (c) 203 . and provide a clean zero – volt reference point for signals in computer and related equipment.1 General (a) Earthing and bonding shall accomplish the following minimum requirements: (i) (ii) (iii) Protect personnel and equipment from electrical hazards. equipment or system failure and protection against interference.BUILDING SERVICES Platform (General) Concourse Subways/Passageways Ticket Barriers Mezzanine Staff rooms Toilets First Aid room 11. drawers.5 15 30 30 30 15 45 11. enclosures. In particular Users and staff shall be protected from the possibility of high potential to structural earth potentials and carrying fault current to earth. assemblies and sub-assemblies. (iv) (v) (b) Earthing and equi-potential bonding shall be provided for all electrical installations.
On the incoming side of the joints.2. the pipe/armour shall be bonded to the main System Earth with earthing cables or tapes. Bonding shall comply with the requirements of BS 7617.10.1 General Lightning protection shall be provided to: (i) Protect above ground structures. 11. the pipe/armour may be connected via an earth limiting device to mitigate stray current.2. : Code of Practice for Distribution of Electricity on Construction Sites. wastes and metallic connections to sanitary equipment shall be bonded to earth by means of a minimum 10 mm earth cable.4 Supplementary Bonding All sinks. : Code of Practice for Earthing.MANUAL OF SPECIFICATIONS AND STANDARDS (d) Earthing systems shall comply with the following: (i) (ii) (iii) (iv) (v) (vi) BS 7671 BS 7430 BS EN 50122BS EN 50122-2 BS 7375 IEEE S 80 : Requirements for Electrical Installations.11. The system provided must ensure that in the event of an earth fault being generated. 11. 204 . All ceiling space equipment shall be bonded to earth and the final bond taken to the local sub distribution board earth. : Guide for Safety in AC Substation Grounding. : Protective Provisions relating to Electrical Safety and Earthing.10. On the Station side of the joints. and : Recommended Practice for Powering and Grounding of Sensitive Electronic Equipment.2 Earthing One common system earth shall be provided at each Station for the Station power supplies. if found necessary. Stations and ancillary buildings from direct lightning strike.10. : Protective Provisions against the effects of Stray Currents on DC systems. it shall not affect any signalling circuits.2.3 Main Equi-potential Bonding Incoming service to the Stations in metal pipe work or armoured cable shall be fitted with isolating joints as close as possible to the point of entry.11 Lightning Protection 11.2. 11. (vii) IEEE 1100 11.2.
11.12 UPS BS 6651: Code of Practice for protection of Structures against lightning. In the event of a power failure.2. (b) (c) 11. for each of the control and communications sub-systems it supplies. The standby generator shall supply power to the UPS. and the Depot to supply systems that require high security of supply.BUILDING SERVICES (ii) (iii) protect the equipment located within the zone of protection.2. 11. the UPS shall automatically and immediately commence operation to maintain the supply of power to the high security loads for 30 minutes of operation even if the standby generator fails.12 . Separate UPS systems of adequate capacity shall be provided for various loads.2.11. output power shall be taken from the batteries at all times other than when a bypass is in operation).2 Design of UPS (a) The UPS shall be a dual redundant. Sufficient installed spare capacity shall be provided to enable the UPS systems functionality to be increased to maintain a further 20% load for the period of required autonomy.. A UPS design for the various UPS systems shall be made furnishing design criteria and the assumptions made in deriving them.1 General (a) UPS systems of proven technology shall be provided at all Stations.12 . BS 7430: Code of Practice for Earthing.2. The rating of each half of the dual redundant UPS shall meet the following requirements: (b) (c) 205 . on-line type (i. and protect personnel working within the zone of protection. The control and communications sub-systems shall also be sized and configured such that it shall be capable of efficiently handling all necessary functions required for the initial design with a 100% expansion capability for the future.e.2 System Design The lightning protection system shall be designed to comply with: (i) (ii) (iii) 11. and BS 7671: Wiring Regulations for Electrical Installations in Buildings.
and a fully discharged battery shall be charged to 100% of its rated capacity in 10 hours under boost charge conditions. 11.phase 50 Hz ± 5% 0. (e) (f) 11. Batteries shall be suitable for the following charging duties: (i) (ii) A fully discharged battery shall be charged to 75% of its rated capacity in 5 hours under float charge conditions.phase.9%. 50 Hz ± 0. The radio interference level from the UPS shall be equal to or better than suppression degree “N” as defined in VDE 0875.MANUAL OF SPECIFICATIONS AND STANDARDS Output Duration of autonomous operation (at rated output) Input supply Input supply frequency Input power factor Steady state output voltage Steady state output frequency Output voltage adjustment Overload capacity To suit the Concessionaire’s Design Calculations 30 minutes 415 V ± 20%.2.3 Codes and Standards The UPS shall be designed to comply with international standards.4 The selection of the battery type shall take into consideration the local environmental and health and safety regulations.5 m from the UPS cabinet Noise generation (d) The UPS systems shall be suitable for continuous operation allowing for a system availability of 99.1% (free-running) ±3 150% for 10 seconds 128% for 10 minutes Efficiency Better than 90% for loads in excess of 25% of rated load and a power factor between 0. The system reliability shall be better than 99.92 415 V ± 1%.2.12. 3. 206 . 3. All equipment enclosures located within control rooms and equipment rooms shall meet or exceed a rating of IP54.12.8 (lagging) and unity 50dB(A) @ 1.9% as minimum.
Each unit shall have a dynamic response such that application or removal of a 100% step load causes an output voltage transient of less than ± 2% with a recovery time of less than 4 minutes. The inverters shall be capable of delivering its rated power into a load with a power factor between 0. Each rectifier shall be rated to meet the full load of charging the batteries together with powering the inverter while operating at rated output.92 lagging and unity. 11. Volt-free contacts shall be provided from the UPS systems in order to provide key status information remotely to the Station Management System (SMS).BUILDING SERVICES 11. (b) (c) 11. (ii) (iii) 207 . change over to mains – this shall operate in the event of UPS failure.2. The monitoring and diagnostic system shall provide an audible alarm to provide warning and fault indication.22.214.171.124. Harmonic voltage distortion presented to the mains supply shall not exceed 5%.2.6 Inverters (a) The output of the inverters shall be a sine wave having less than 1% total harmonic voltage distortion content for linear loads.12. (b) 11. and less than 5% for 100% non-linear loads with a crest factor up to 3:1.7 Indications and Controls (a) (b) (c) (d) A front panel mimic display shall be provided showing the UPS and bypass mode of operation. and maintenance bypass – this shall be a manually operated switch to take the entire UPS out of service. to transfer the UPS output to the mains.8 Static Bypasses The following static bypasses shall be provided: (i) Change over to reserve – this shall operate in the event of inverter failure (or manual operation) to transfer the UPS output to the reserve inverter.2. whilst the UPS loads continue to be supplied directly from the mains supply. Battery voltage measurement points shall be provided such that faulty groups of batteries can be detected.5 Rectifiers (a) Duplicate rectifiers shall provide a smooth output with filters to remove harmonics. inverter overload (or manual operation) when the mains supply is live.
safety equipment. (xvi) Station telephones.phase. The DG shall be rated for maximum ambient operating conditions (over 46°C). 50 Hz.1 General (a) The Stations and Depots shall be provided with a Diesel Generator (DG) sets (with automatic switch-over during and after power failures) to provide back up supplies.2. The DG shall provide a 415 Volt 3. essential lighting in platform and staircase.13 Diesel Generator 11. SMS system. (b) (c) (d) 208 . (xiv) FIDS. (viii) PA system. and (xvii) control centre equipment including SCADA.2.9 Interfaces with other subsystems The design of the UPS systems shall interface with the following high security sub-systems in the event of loss of main supply. (vii) control and communications. (ix) (x) (xi) CCTV system.13. master clock system. The DG set shall be adequate to supply the essential light and power requirements and activate automatically in case of normal supply failure as well as the provision of normal and automatic switch over to main supply after the main supply resumes. (xv) radio system.MANUAL OF SPECIFICATIONS AND STANDARDS 11. Such sub systems shall include. (xiii) help point system. 11.12. (xii) AFC system. emergency lighting and signages. but not be limited to: (i) (ii) (iii) (iv) (v) (vi) Emergency exit signage. lift. power supply in the event of a loss of supply from the electrical supply provider.2.92 lagging. The engine and alternator shall have an overload capacity of 10% for one hour. Average power factor shall be maintained at 0. fire detection and fire pumps.
brushless type.3. 3-phase.3. salient pole. NBC-2005 and with the approval of local fire authorities.2 Design (a) The generator set shall be designed to provide the following: (i) (ii) (iii) (b) (c) Low specific fuel consumption.1. low weight (kg) to kVA capacity ratio. be started and run for a pre-determined period on no load conditions at idle speed. direct injection diesel shall conform to BS 5514 or equivalent. Engine cooling shall be by air blast cooling via a pusher type fan through motorized louvers. self regulating. fan ventilated and vertical drip proof to not less than IP 21. (d) (e) (f) 11.BUILDING SERVICES 11.1 The fire fighting system is to be designed in accordance with IS 3218.3. the set shall actuate an alarm. Gas flooding fire suppression systems shall be used in major panels viz 33 kV. The alternator shall be screen protected.3 11.1 Fire Detection and Suppression Systems General All means of egress shall be in conformity with NFPA 126.96.36.199 (b) (c) 209 .m) to kVA capacity ratio. Type and location of Portable fire extinguishers shall be as recommended by the local fire authorities. 11.3 Automatic Testing When the DG is on automatic control and has not been run for 7 days. 11. MDB and essential power supply panel where protection by conventional water systems would be unacceptable. The alternator shall be 4-pole. hydrant and hose reels system shall comply with the relevant Indian Standards.2. local codes and relevant Indian/International Standards. and low space (sq. continuously rated and manufactured in accordance with IEC 60034. 11. (a) The fire suppression. A separate oil cooler shall be used for the engine oil.13.1. National Building Code-2005. The diesel engine which may be a two or four stroke. revolving field. The engine shall be fitted with heavy duty dry type air filters with replaceable elements suitable for operating in a dust laden atmosphere.
3. Hose reels shall be installed in the Stations as required by the local fire authorities.188.8.131.52 11.4 11.3.2. 184.108.40.206.3.3.2 11. National Building Code .meter and above in Station area and supplied from the fire main. 220.127.116.11 11. These valves are to be controlled from the Station control room to isolate any sections of the fire main in the event of an accident or damage to a section of the fire main and the resultant flooding of the Station. and relevant Indian / International Standards.1 Fire hydrants and hose reels Hydrants shall be located on either end of each Station and additional hose reel shall be provided for each 2000 sq.3 11.3. Sprinklers Sprinklers are to be used for fire suppression system in the underground/ basement areas and property development/ commercial areas.2. The hydraulic design of the fire main and hydrant system shall comply with the NFPA 14 in respect of flow and pressure requirements for the maximum simultaneous operation of two hydrants.1 Fire mains The design of the fire mains shall comply with the local fire authorities regulations. There shall be a fire main at each Station.2005.3.3 11.4. Booster pumps shall comply with the requirements of NFPA 20. The sprinkler installations shall be a wet pipe type installed in accordance with the requirements of the local fire authorities and relevant Indian Standard codes. Hydrants and hose systems shall comply with the relevant Indian Standards.3. There shall also be motorized isolation valves at the delivery point to each Station.3. The fire main and hydrants shall be fed with sufficiently reliable water supplied from the local mains supply via storage tanks. (a) Booster pumps shall be installed where there is the likelihood of the supply water pressure falling below the regulation pressure required at the farthest hydrant point.3. Each hydrant shall comprise a hose connection and a standard bronze gate valve.2 11.4 (b) (c) 11.2.1 210 .2 11. Each fire main shall be fitted with a motorized isolation valve at the centre point of the cross passages.MANUAL OF SPECIFICATIONS AND STANDARDS 11.
3 11. check valve and all other necessary accessories.5 11.5 Gas Flooding This shall be used only in major panels viz 33 kV.1 11. The Concessionaire shall provide adequate personnel safety features such as pre-discharge warning alarm/signal system.1. 11.4.1 Water Supply System General The water supply shall include all the incoming water supplies and the systems they supply.1. hose reel supply.5.5. 11. The type of fire extinguishers shall be appropriate for the risk at that location. manual abort function and room isolation procedures in compliance with NFPA 130. and shall include the following: (i) (ii) (iii) Cold water supply.3. Each cylinder shall be fitted with an automatic pressure release device for over pressure protection of the cylinder. 11. The gas for gas flood systems shall be stored in rechargeable cylinders at ambient temperature.4 11. Each cylinder shall be complete with gas valve/actuator.1 The gas flooding system shall be designed to comply with local regulations and the local fire authorities. MDB and essential power supply panel. and sprinkler supply.3. flexible hose.5. 211 . These warnings shall also be activated by operation of the manual release. Hand held portable fire extinguishers Portable fire extinguishers shall be located at strategic positions as agreed with the local fire authorities.3.3. Portable fire extinguishers shall comply with NFPA 10.2 The cold water supply system shall be designed based on number of projected Users and staff based at each Station.4 11.5.5. Activation of detectors on two zones shall cause a siren or horn to sound to warn that if the system is in the automatic mode the extinguishing agent shall be released.3.2 11.BUILDING SERVICES 11.4. which shall be as per NBC-2005. Station cleaning water requirement and wastage allowance.4. Activation of a detector on one zone shall cause alarm bells to sound. Cylinders shall be assembled into banks of the required number securely mounted in a frame arranged so that external parts may be readily accessible and corrosion cannot occur. Gas flooding systems shall be of the total flooding type with high pressure open-ended piping installation on the distribution side.3. pressure gauge.
4. Sanitary pipe work shall be either chromium plated or stainless steel in locations such as toilets and washrooms.2. The pipe and fittings shall be designed for a minimum pressure of 16 bars. All sprinkler pipe work shall have identification bands.4.3 11. Piping materials shall be stainless steel. chilled water refrigeration and fire fighting services shall be galvanized steel and welded with expansion joints as necessary.2 11.5. Fittings shall have wall thickness not less than those of the pipes.3. Drainage System General Separate storm water and sewerage systems shall be provided for Stations which shall be designed to comply with the following requirements: (i) (ii) BS EN 752: Drains and sewer systems outside buildings.1 11.1 Pipe work and fittings for water supply system The water supply pipe work for the cold water.2 11.2. Automatic air relief valves shall be provided with an isolation valve for maintenance.18.104.22.168 m and at valves and branches.1 Pipe work for drainage services Drainage pipe work The storm water drainage discharge mains shall be of galvanized steel and welded.4 11.5.3. easy to maintain and aesthetically pleasing shall be provided.4.2.5 11. The drainage discharge main shall be sized to ensure that in an emergency all drainage pumps shall deliver their design quantity. lettering and direction of flow indication at intervals not exceeding 5.5.2 11. Isolation valves may be either butterfly type of the wafer pattern in accordance with BS 5155 with corrosion resistant disc and stainless steel shaft or gate type complying with BS 5150 with resilient covered disc.2.4. galvanized steel or copper dependant on the application and the appearance required.2. Check valves shall comply with BS 5153 and shall be of the swing type suitable for vertical use. Plumbing pipe work and valves A water piping system that is durable. All sprinkler pipes shall be hot-dipped galvanized to BS EN ISO 1461 to achieve a galvanizing thickness of 100 microns.3 11.MANUAL OF SPECIFICATIONS AND STANDARDS 11. 212 . and BS 8301: Code of practice for building drainage.4.2. 11.2 11.5 11.1 11.4.
BUILDING SERVICES 11. it shall be in accordance with BS EN 598 and be followed by an epoxy finish.2 Sewerage pipe work (a) (b) The pumped discharge main for the sanitary sump shall be of ductile iron or heavy duty polyethylene.2. Flanged pipes shall comply with BS EN 545. Where zinc coating is proposed for the external finish. This shall cover the internal surface of the socket. (c) 213 .5. Ductile iron flanges shall have the dimensions given in the relevant tables in BS EN 1092-2.6 of BS 4190 and shall be hot-dipped galvanized in accordance with the requirements of BS EN 1461. All ductile iron pipes and fittings shall be lined internally with a lining of high alumina cement mortar in accordance with BS EN 598. All bolts and nuts for flange joints shall be of grade 4.
Chapter 12 Operations Control Centre .
the OCC will provide centralized supervision of the events in accordance with the recommendations of NFPA 130. Access to the OCC building shall be fully secured. The SCADA local control centers are distributed over the energy networks. Access to the Operating and equipment rooms shall be controlled to permit the entry of authorized persons only.2 Local Control Centers The ATS local control centers should be located along each line.1. The OCC must be accessible to authorized people with disabilities.1. and The ATS and SCADA playback servers. including the local ATS sub-system with its local workstation and printer.3 Depot Control Centers The Depot control centre should have Depot ATS sub-system with its local workstation and printer. to be designed.3 12.1 General This section lays down the standards of performance requirements for the Operations Control Centre (OCC) for the operation and supervision of the Rail system. Transit and Passenger Rail Systems’. 12.2. The OCC shall monitor and control all aspects of the Rail system operations.2 12.1. operation of the Rail system shall fall-back to the fall-back control facilities at interlocked Stations which shall provide the minimum facilities for operation of the Rail System.2 12. Standard for Fixed Guideway. the training and development servers including one SCADA and one ATS simulator with their printers (with trainer and trainees workstation). SCADA sub-systems: For each line a SCADA is provided for monitoring and control for traction and auxiliary power.1 22.214.171.124. Operations Control Center (OCC) – Composition The Operation Control Centre (OCC) should encompass the following: (i) (ii) (iii) One central ATS sub-systems line. 12. constructed.4 12. the Depot SCADA sub-system with its local 217 .1 (iv) 12. During periods that the OCC is not available. commissioned and operated by the Concessionaire.2.Chapter 12 Operations Control Centre 12. During an Emergency situation.5 12.
2. including RTUs and I/O. 12.3.2. (a) Signalling System The ECMS shall monitor current status and alarms issued from Signalling equipment. precision stopping. 12. jerk. secure and reliable operation of planned passenger services and management of unplanned events. operation management functions. maintenance management function. door operation. the following sub-systems.3 12. It shall also provide a command to force the switching of redundant Signalling equipment. the Concessionaire shall develop an OCC operations plan that shall enable the safe. velocity envelope.2 (vii) electrical power supervision and control.1 Automatic Train Control (a) The Automatic Train Control shall control routing speed. 12. (b) 12. and the SCADA field level equipment. and some on-board Train announcements. based on real time database.3. The OCC should be able to establish short turn-back operating mode between two Stations in accordance with line switches and with Signalling and traction power sectioning. training and development.3.2 Equipment Control and Monitoring System (ECMS) The ECMS should be designed to control and monitor. traffic direction. but not limited to. Equipment Control and Monitoring System (ECMS). safety interlocks. (b) Traction Power System (i) ECMS shall provide the traffic controller with immediate visual indication of the traction power status for the main line and the 218 .3.MANUAL OF SPECIFICATIONS AND STANDARDS workstation and printer. which allow operation to continue on remaining line sections isolated by the failed track section. the following: (i) (ii) (iii) (iv) (v) (vi) Automatic Train Control (ATC). OCC Functions The key functions of the OCC to be considered are. and (viii) Automatic Fare Control. communication systems management.1 OCC Operations Plan As part of the operating plan. acceleration.
OCC should be able to initiate individual call. to shut down traction power on a track section or on the whole line. inverter transformers. (ii) (iii) Synthetic overview should be given by the video wall. elevators. (ii) (iii) (d) Electrical-mechanical (E&M) systems It should provide supervision and control of all E&M sub-systems located in Stations and Depot. from an emergency control panel. isolators. police or civil defence. or pre-recorded. For Station: PA system should provide uniformly distributed audio messages throughout the Stations. Radio: OCC should provide access to radio communications with Train or portable equipment (local/field management) on all channels dedicated to operation. maintenance. (c) (d) (e) 219 . earthing switch etc. resistors bank. detailed information being available on OCC console monitors. The operator should be able.3. (c) Power Distribution System (i) The ECMS should monitor and control the power distribution system network from the cables to the Traction Power Substations (TPS) and low voltage distribution in Stations and Depot. including UPS. Public address: The OCC operator should be able to remotely control and make live or pre-recorded announcements to selected Trains (or Stations). switches to primary or secondary switchgear.3 Management of communication systems (a) (b) OCC should incorporate all controls and monitoring devices with audio and video communication systems. announcement to Users in one specific or all Trains. It should include supervision and control of various equipment such as circuit breakers.2. OCC should be able to initiate one-way live. Train voice communication: A full-duplex communication system should be provided to permit two-way voice communications between the OCC operator and Users (or the TO). feeder breakers. escalators etc 12.OPERATIONS CONTROL CENTRE Depot. if any. group call and calls to selected geographical zones. rectifier transformers. The power distribution supervision should be available through the dedicated OCC position for that function and should be located in the same control room. This should include supervision of power distribution to TPS and low voltage distribution including powering of all E&M equipment.
Train Operator supervision: The OCC may receive. OCC should handle all incoming emergency calls from Station emergency panels or Traction Power sub-stations.4 Management of Operation Functions (a) (b) Time table generation: Time table generation tool should define the forecast operation program for each traffic period. civil defence). Alarms management: The ATS should provide real-time status information and event messages to the OCC to support system monitoring and failure diagnostic. Depot Train stabling areas. Close circuit television: A complete Closed Circuit Television system should be provided. automatic vending machines. Users call from intercom. or emergency telephone. from the organization in charge to manage staff.2. service telephone communications. The OCC should. Decision aid procedure on events: It provides a set of instructions to aid the OCC when responding to specific events or combined diagnostics in relation with the Train Operator. the “daily Train Operator time sheet” with the reserve Train Operators position. Communication Recording: An audio recording device should be provided to record all audio or voice communications (OCC/Train voice communications.MANUAL OF SPECIFICATIONS AND STANDARDS (f) Telephone and voice communication: Telephone set should be provided on each OCC position for service and emergency call with Users and staff. All alarms that pertain to the ATP (c) (d) (e) 220 .3. (g) (h) (i) (j) 12. radio communications. independently of the PA system. to generate free text messages and route selected messages to individual or group of panels. transmission system and monitors. background music. Failure reports management: It provides guided dialogs to fill in “real time failure report” forms that will be made available to the MMIS. The CCTV system should provide full coverage of Station areas for surveillance of platforms. within Station. critical track zone (line storage. including cameras. Emergency telephone calls (police. equipment rooms and Depot. public address announcements. be able to select pre-programmed messages. reversal zone) and onboard Trains. System should assist OCC in management of system failure duration from start of perturbation to return to normal operation. Central clock system: The central clock system should provide an accurate and fully synchronized time reference for all sub-systems within the Rail system. Public information system (PIS and PA): The Public Information System should broadcast messages and advertisements to Users’ information LCD screens located in Trains and Stations. and gates including elevator entrances and escalators.
12. A mimic panel shall display the status of the equipment. Train Controller supervising Train movements via the Signalling and Train Control System. Statistics calculations should be performed on daily and monthly basis to provide overall system performance and availability information. Engineering Controller supervising the HV and LV electric power systems.3. passenger help point system.4 12. Fleet management: Fleet management should maintain Train sorted lists as available or unavailable Trains. The MSS will schedule Train maintenance.2.4. ensure maintenance operations logging and tracking. via the SCADA and SMS Systems. Communications Controller supervising the voice. point and signal indications and alarms. data and video communications of the Rail system provided by the Control and Communications Systems. the Control Superintendent shall directly control the situation until the correct emergency service is on site. as follows: (a) (b) (c) (d) Telephone system. Train control and Train movements. The MSS configuration should be located in the Depot. (g) 12. traction power system.5 Maintenance Management Functions A computer based Maintenance Management System (MMS) should be provided for optimization of maintenance activities to enhance the system availability. and Trains to be cleaned or washed. (ii) (iii) (iv) 221 . routes set and on hold. as follows: (i) Control Superintendent providing all communication facilities and monitors to oversee the status of the Signalling and Engineering Systems. on-line equipment rooms. schedules for maintenance. equipment follow-up. radio communication system. A mimic panel shall display the status of the Revenue Line for each Train by ID and location. Emergency services radio system. etc. and Train failures impacting operations should be conveyed to the OCC. and building services supporting Station. (f) Operational statistics calculations: Real-time information that should be necessary for statistics calculations should be stored. In the event of an Emergency.1 Operations Control Centre (OCC) – Overview Operating Room The OCC operations room is foreseen to consist of work-stations.OPERATIONS CONTROL CENTRE system status.
MANUAL OF SPECIFICATIONS AND STANDARDS (e) (f) (g) (h) CCTV system. If required during the attendance of the Emergency services at an incident. 222 .4. public address system.4 AFC engineers workstations and central computers should be maintained in a secure room.4. Recorders and printers shall be connected to each system to record operations and failures.3 Staff amenities and meeting room shall be provided. 12.2 12. The Communications Controller shall manage User enquiries and monitor their movements via the CCTV system. to be accessed by authorized persons only. Equipment Room (a) The Equipment room shall house the system-wide engineering systems central computer equipment and associated power supply units and maintenance engineers workstations. the Communications Controller shall patch the Rail System voice communications with those of the Emergency service. and master clock system. The fault and works coordinator shall coordinate operation activities with maintenance staff during failure situations and non-revenue hours.4. passenger Information system. and (v) A fault and works coordination office with communications and OA&IT facilities shall be provided. failure trend analysis and re-creation of all events. (b) 12.
Chapter 13 Commissioning of the Rail System .
are complied with. after it has carried out safety audit of the completed construction works.1. are complied with.6 225 . The date and time of each of the Tests shall be determined by the IE in consultation with the Concessionaire.1.1.5 13.2 (ii) 13.1.1. the Concessionaire shall notify the IE of its intent to subject the Rail System to Tests. 13. monitor and review the results of the Tests and trial runs to determine compliance of the Rail System with the Specifications and Standards. it shall have the right to suspend or delay such Test and require the Concessionaire to remedy and rectify the defects or deficiencies.1. implement and administer a surveillance and safety programme and shall comply with the Safety Requirements.Chapter 13 Commissioning of the Rail System 13.1. 13.1.1 General This Chapter lays down the procedure.1. The IE shall observe.3 At least 60 (sixty) days prior to the likely completion of the Rail System. Provisional Certificate can be issued for part opening of the line.1 Stages involved in commissioning the Rail System are: The Concessionaire shall develop.1.1.1 13. If it is reasonably anticipated or determined by the IE during the course of any Test that the performance of the Rail System or any part thereof does not meet the Specifications and Standards.4 13. after it has carried out safety audit at the design stage. The Concessionaire shall ensure that: (i) The Safety Requirements as specified in the Safety Report of the Safety Consultant.1. and The Safety Requirements as specified in the Safety Report of the Safety Consultant. IE shall issue Completion Certificate if the Tests are successful and all the works are complete or the IE shall issue Provisional Certificate with Punch List if Tests are successful and the Rail System can safely and reliably be placed in commercial operation though certain works are outstanding and not yet complete. provided 75% (seventy five per cent) of the relevant corridor is completed. standards and tests for commissioning of the Rail System. including oscillation trials and trial runs. who may designate their representatives to witness the Tests. and notified to the Government and to the Safety Commissioner. 13.1.
4 226 .3 13.7 The Concessionaire shall submit the necessary application to the Safety Commissioner along with all relevant documents for the Safety Commissioner to certify that the Rail System is safe for entering into commercial service. if any.1. it shall in a report state the reasons therefor and submit the report to the Government.MANUAL OF SPECIFICATIONS AND STANDARDS 13. on the fulfillment of which the Rail System can be opened for use by Users. or any substitute thereof.1. the Safety Commissioner shall issue the certificate of fitness and permit the opening of the Rail System. infrastructure and trained personnel for maintenance as well as the tools and plants and equipment for maintenance shall be in place prior to undertaking trial runs. the Concessionaire shall submit an application to the Safety Commissioner. their organisation structure and responsibilities. 13.8 13. On the fulfillment of any such conditions prescribed by the Government.2 13.2. In accordance with the Andhra Pradesh Municipal Tramways (Construction. The application shall describe measures to ensure the safety of personnel involved in the commissioning and of Users.1. Commissioning As part of the safety certification process. and after satisfying that the Rail System is safe for carriage of Users. The Concessionaire shall demonstrate that its proposed key personnel are skilled.1.2.2. Operation and Maintenance) Ordinance 2008. and the Government shall determine the conditions. rules made thereunder and the provisions of the Concession Agreement. if any.1. issue to the Concessionaire a certificate of fitness and permit the opening of the Rail System for commercial operation with stipulations. If the Safety Commissioner is of the opinion that the Rail System cannot be opened without any danger to the Users. which shall cover all aspects of commissioning of the sub-systems.2 13. trained and experienced in the commissioning and operation of the various systems. maintenance manuals for the various sub-systems. to the satisfaction of the Safety Commissioner.2. in a form to be prescribed by Rules. Rolling Stock etc. All personnel in charge of O&M shall have been provided requisite training prior to deployment. The maintenance plan.1 13.9 13.1. The application shall also describe the personnel to be deployed. It shall describe the Tests to be carried out that will verify the operability of the various sub-systems like track. the Safety Commissioner shall inspect and conduct necessary Tests or cause such Tests to be conducted.
Chapter 14 Work Site Safety. Reinstatements and Traffic Regulations .
and traffic management including decking. (viii) supporting/diverting of all utilities within the Right of Way (ROW). construction/ diversion of utilities such as storm water drains. of settlement for building protection. maintenance of existing roads used for development of Rail System to conform to MOSRTH specifications and norms. 14. Reinstatements and Traffic Regulations 14.Chapter 14 Work Site Safety. sewer lines. along with signage/traffic marshals. horticulture work and restore the site to its original position. construction and maintenance of roads and diversions to conform to MOSRTH specifications. in accordance with the requirements of Applicable Laws and to the extent permitted under the Concession Agreement: (i) (ii) (iii) (iv) (v) (vi) Cutting/transplantation of trees. shall be undertaken by the Concessionaire as part of development of the Rail System. communication lines. The Concessionaire shall be responsible for obtaining relevant certificates and/or clearances from local authorities in relation to the foregoing. (vii) provision of barricading of works and the areas occupied by the Concessionaire to segregate them from public area.2 14. bus shelters/stands. power lines etc. and preventive and corrective actions. risk analysis. footpaths including kerb stones.1 Site Management The following works. dismantling of existing roads and structures and shifting boundary wall to a desired location and restoring it back after completion of works. traffic signalling system. 229 . where necessary. (ix) (x) surveying. water lines.1 General This Chapter lays down the specifications and standards for traffic diversions/ regulations and work site safety. boundary walls. reinstatement of services with new materials (except electric/ signal posts in good condition which may be reused) such as street lighting. instrumentation and monitoring.2.
2.2.MANUAL OF SPECIFICATIONS AND STANDARDS 14.4 Traffic management (a) A proper traffic management plan during construction shall be formulated by the Concessionaire. The execution of work shall be so planned that the inconvenience to the traffic is minimal. which shall cover the following: (i) (ii) (iii) utilities to be diverted /supported. shall conform to the following minimum standards: (i) (ii) Width of diversion road shall be sufficient. (b) 14. and the preliminary reinstatement drawings. if any. the preliminary ground treatment and building protection proposal. and submitted to the IE for his review and comments.3. The temporary diversion. 14.2.1 Preliminary design submission. proposed methods of predicting the ground movements adjacent to the excavations. 14.2 Definitive design submission.3. (or at least not less than existing width) for the traffic to be diverted. prediction of effect on structures due to ground movements and the proposed protective measures to limit the effects to a degree not exceeding the limit. which shall cover the following: (i) (ii) (iii) the utility diversion plan. The traffic management plan shall be put in place before the start of any construction activity.3 Temporary Power Supply The Concessionaire is responsible for arranging temporary power supply at the Site during the construction period. the Concessionaire shall be responsible for providing and maintaining adequate flood protection to ensure protection of the works. (iv) 230 .2 Flood Protection During construction. traffic or other civic service affected. 14. where constructed. and The crust composition shall be as per IRC standards.3 Design of Temporary Works The Concessionaire is required to submit design as required below to the IE: 14. as per guidelines given in IRC:SP:55 and in consultation with concerned traffic police and the IE.
IRC:67 and section 800 of the MOSRTH specifications shall be followed in adopting appropriate road markings and traffic signs unless otherwise specified in this section. and proposals for traffic control devices and road safety works. material specifications. The report shall include details covering type. The following general guidelines shall be followed: (i) The Concessionaire shall erect barricades.WORK SITE SAFETY. safety barriers. installation details and the requests warranties for the satisfactory field performance. access roads and temporary road works.4. as per the drawing with gates around its areas of operations to prevent entry by unauthorised persons to his Works areas and necessary identity cards /permits should be issued to workers and staff by the Concessionaire.2 Traffic Control devices (a) Traffic control devices shall comprise traffic signs. including protection measures. Guidelines given in IRC:35. Utilities Report A report giving details of arrangements and working methods in respect of the existing utilities. 14.4 Temporary Works Design Report A report along with drawings on the design of the temporary works to assess their effects on the permanent works and to enable these to be taken into account in the review of the definitive design shall be submitted by the Concessionaire to the IE for review and comments if any. 14. reinstatements and programme allowances shall be submitted to IE.4 14. REINSTATEMENTS AND TRAFFIC REGULATIONS (v) (vi) prediction of lowering of water table and its effect on (b) and (c) above. (viii) existing and proposed utilities. road markings. (ix) (x) 14. (vii) pumping systems.3 road works and works related to traffic management.3.3. 14.1 Construction Requirements Access to the Site The Concessionaire shall be responsible for ensuring that any access or egress through the Site boundaries are controlled such that no disturbance to residents or damage to public or private property occur as a result of the use of such access or egress by its employees or representatives.4. pedestrian railings etc. The Concessionaire shall submit a proposal for barricades of the complete perimeter of all Works areas to the IE. location. diversions. Painting of the barricades shall be carried out to the design and (b) 231 .
The types. and Clearance of the Site: All Works which are not to remain on the Site after the completion of the Works shall be removed prior to completion of the Works and the Site reinstated to the condition as existed before the Works started except as otherwise agreed. unauthorised entry.2 Raised Pavement Markers (Cat’s Eyes): The cat’s eyes or road studs are used to form a semi-permanent marking and provide improved visibility during night time and wet-weather conditions.4. (iii) (iv) (v) (vi) 14.4. 232 .1 Material (a) (b) Hot applied thermoplastic paint with glass beads shall be used as carriageway marking materials. barricades. Road marking paint conforming to IS:64 shall be used for object markings. These shall be provided at hazardous locations and while approaching important intersections. barricades. sizes and locations of project signboards shall be in consultation with the IE before manufacture and erection. No work shall be commenced in any Work area until the barricades installed by the Concessionaire are sufficient to prevent. unless otherwise directed. gates and signs shall be maintained in clean and good order by the Concessionaire until the completion of the Works.3. parking. Other advertising signs shall not be erected on the Site. Damaged/worn-out barricades /hoarding shall be replaced within 24 hours. All hoardings. and object markings such object within the carriageway. within reason.MANUAL OF SPECIFICATIONS AND STANDARDS colours in consultation with the IE and the Concessionaire shall carry out re-painting of the entire barricades on an annual basis. or such other agreed period. Hoardings. gates and signs installed by the Concessionaire shall be removed by the Concessionaire upon the completion of the Works. These shall be either reflex lens type or solid white beads. etc. Road markings shall comprise of carriageway markings such as longitudinal markings on intersections.3. (ii) Project signboards shall be erected not later than four (4) weeks. adjacent to carriageway and marking on kerbs.4. 14. hazardous locations. after the date of commencement of the Works.3 Road Markings – Specification All road markings shall conform to IRC:35. to supplement the paint or thermoplastic line markings. 14.
50o 0. of the IE.4. It shall be new and unused and shall show no evidence of cracking. and informatory signs.2.4 Road Signs There are three types of road signs viz.4. cautionary/warning signs.4. For screen-printed transparent coloured areas on white sheeting.20o 0. Locations of signs shall conform to IRC:67 and Section 800 of MOSRTH Specifications. The sheeting shall be weather-resistant and show colourfastness.20o 0.4.10o B 0. A certificate of having tested the sheeting for these properties in an unprotected outdoor exposure facing the sun for two years and its having passed these tests shall be obtained from a reputed laboratory by the manufacturer of the sheeting and shall provide for review and comments. Table 14. blistering. numerals etc. pitting.0 (b) (c) Observation Angle 0.1 Sheeting The retro-reflective sheeting shall be used on the signs. Screen-printing shall be processed and finished with materials and in a manner specified by the sheeting manufacturers. if any.5 5..1 and 14. REINSTATEMENTS AND TRAFFIC REGULATIONS 14.4.50o 233 .2. The reflective sheeting shall be high intensity grade with encapsulated lens or with micro prismatic retro-reflective element material as specified by the Government.2 Message/Borders (a) The messages (legends. 14. The retro-reflective surface after cleaning with soap and water and in dry condition shall have the minimum co-efficient of retro-reflection (determined in accordance with ASTM standard D 4956-04) as indicated in Tables 14. the co-efficient of retro-reflection shall not be less than 50% of the values of corresponding colour in Tables 14. scaling.1: Acceptable Minimum Coefficient of Retro-Reflection for High Intensity Grade Sheeting (Encapsulated Lens Type) (Candelas per lux per Square Metre) Entrance Angle -4o +30o -4o +30o -4o +30o WhiteA 300 180 250 150 95 65 YellowA 200 120 170 100 62 45 GreenA 54 32 45 25 15 10 RedA 54 32 45 25 15 10 BlueA 24 14 20 11 7.) and border shall either be screen-printed or of cut-outs. edge lifting or curling and shall have negligible shrinkage or expansion.1 and 14. letters.10o B 0.WORK SITE SAFETY. mandatory/regulatory signs. 14.
1o observation angles are supplementary requirements that shall apply only when specified by the purchaser in the contract or order. the general colour scheme shall be in accordance with IRC:67. The cut outs shall be bonded properly with the base sheeting in the manner specified by the manufacturer. (d) Table 14. etc) and borders. Direction. the colours shall be as stipulated in IS:5 “Colour for Ready Mixed Paints”. shall be made out of retroreflective sheeting (as per para 126.96.36.199: Acceptable minimum coefficient of retro-reflection for high intensity micro-prismatic grade sheeting (Candelas per lux per square metre) Fluorescent White A Observation Entrance Angle Angle Yellow A Green A Red A Blue A Yellow GreenA Fluorescent YellowA Fluorescent OrangeA 0.5o 0. which shall be non-reflective as specified by the manufacturer.2o 0. (e) Cut out messages and borders. other useful information (b) (c) (d) 234 .4.1oB -4o 500 380 70 90 42 400 300 150 0.2o 0. letters.5o -4o +30o -4o +30o A B 360 170 150 72 270 135 110 54 50 25 21 10 65 30 27 13 30 14 13 6 290 135 120 55 220 100 90 40 105 50 45 22 Minimum Coefficient of Retro-Reflection (RA ) (cd-lx1m-2) Value for 0.4.1). numerals. where used. 14.10 observation angles are supplementary requirements that shall apply only when specified by the purchaser in the contract or order. Colour scheme for facility information signs.3 Colour Scheme (a) Unless specified otherwise. destination and plate identification signs shall have green background and white messages (legends.MANUAL OF SPECIFICATIONS AND STANDARDS A B Minimum Coefficient of Retro-reflection (RA) (cd-lx1m-2) Value for 0.1oB +30o 240 175 32 42 20 185 140 70 0. The colours shall be durable and uniform when seen in daylight or under normal headlights at night. except those in black.
5 Installation (a) The sign posts. Post end(s) shall be firmly fixed to the ground by means of properly designed foundation. reinforced concrete or galvanized Iron (GI). signs with an area unto 0. In case of pressure sensitive adhesive sheeting. the messages/borders shall either be screen-printed or of cut outs.4. longitudinal roadside safety 235 .4. 14. and for greater area two or more supports shall be provided. In respect of informatory signs. or a tack free adhesive activated by heat applied in a heat-vacuum applicator.WORK SITE SAFETY. cleaned. Sign supports may be of mild steel (MS).9 sqm shall be mounted on a single post. 14.4.. Any part of MS post below ground shall be painted with three coats of red lead paint. The work of foundation shall conform to relevant IRC/CPWD/PWD Specifications. primed and painted with two coats of epoxy paint. The adhesive shall be protected by an easily removable liner (removable by peeling without soaking in water or other solvent) and shall be suitable for the type of material of the base plate used for the sign. the sheeting shall be applied in accordance with the manufacturer’s specifications. in a manner recommended by the sheeting manufacturer. other than the reflective portion and GI posts shall be thoroughly descaled. these shall be screen-printed. the tails of the bolts shall be furred over with a hammer to prevent removal.5 Roadside Safety Barriers There are two types of safety barriers viz. while for warning and regulatory signs. Sheeting with adhesive requiring use of solvents or other preparation for adhesive shall be applied strictly in accordance with the manufacturer’s instructions. solvent or other preparation for adhesion to a smooth clean surface. Normally. The adhesive shall form a durable bond to smooth corrosion and weather resistant surface of the base plate such that it shall not be possible to remove the sheeting from the sign base in one piece by use of sharp instrument. their foundations and sign mountings shall be so constructed as to hold them in a proper and permanent position against the normal storm wind loads. After the nuts have been tightened. (e) Clustering and proliferation of road signs shall be avoided for enhancing their effectiveness. All components of signs and supports.4 Adhesives The sheeting shall either have a pressure-sensitive adhesive of the aggressive tack requiring no heat.4. REINSTATEMENTS AND TRAFFIC REGULATIONS signs and parking signs shall conform to the provisions contained in IRC:67. (b) (c) 14.4. The signs shall be fixed to the posts by welding in the case of steel posts and by bolts and washers of suitable size in the case of reinforced concrete or GI posts.
MANUAL OF SPECIFICATIONS AND STANDARDS
barriers and median safety barriers. 188.8.131.52 Warrants (a) The longitudinal roadside barriers are basically meant to shield roadside obstacles and also for preventing the vehicles veering off the sharp curves. The warrants for roadside objects are mainly dependent upon the type of obstacle and the probability of their being hit. A barrier shall be installed only if the result of vehicle striking the barrier is likely to be less severe than the severity of accident resulting from the vehicle impacting the unshielded obstacle. Some of the commonly encountered roadside obstacles are bridge piers, abutments and railing walls, lighting supports, traffic signs and signal supports, trees and utility poles.
Types of Road side Safety Barriers There are broadly three types of longitudinal roadside safety barriers: (i) (ii) Flexible type (like wire-rope fencing); semi rigid type, like: (a) (b) “W” beam type steel barriers; and thrie beam type steel barriers.
These steel barriers are of strong post type and usually remain functional after moderate collisions, thereby eliminating the need for immediate repair; and (iii) 184.108.40.206 Rigid type (like concrete crash barriers).
Road side Steel Barriers (a) Design Aspects: The “W” beam type safety barriers consists of steel posts and 3 mm thick “W” beam rail element which is spaced away from the posts. The spacer shall minimize vehicular snagging and reduce the likelihood of a vehicle vaulting over the barrier. The steel posts and the blocking out spacer shall both be channel section of 75 mm x 150 mm size and 5 mm thick. The rail shall be 700 mm above ground level and posts shall be spaced 2m center to center. The thrie beam safety barrier shall have posts and spacers similar to the ones mentioned above for “W” beam type. The rail shall be placed 850 mm above the ground level. This barrier has higher initial cost than the “W” beam type but is less prone to damages due to vehicle collisions especially for shallow angle impacts. (b) End treatment for steel barrier: An untreated end of the roadside barrier can be hazardous, if hit, because the barrier beam can penetrate the passenger compartment and cause the impact vehicle to stop abruptly.
WORK SITE SAFETY, REINSTATEMENTS AND TRAFFIC REGULATIONS
End treatments should therefore form an integral part of safety barriers. End treatment should not spear vault or roll a vehicle for head-on or angled impacts. The two end treatments recommended for steel barriers are “Turned down guardrail and anchored in back slope”. Turned down guardrails have the “W” or thrie sections, reduced from full height to ground level, with a gentle slope over a distance of 8 to 9 m. The turned down rail is intended to collapse on impact, allowing the vehicle to pass over it without becoming airborne or unstable. In order to locate the barrier terminal away from the travelled way and to minimize driver’s reaction to a hazard near the road, by gradually introducing a parallel barrier installation or to transition a roadside barrier nearer the roadway, such as a bridge parapet or a railing, the turned down rail should be flared away from the roadway. Suggested flare rates depend upon the design speed and the type of barrier (Table 14.3). Table 14.3 : Flare Rates Design speed in km per hour Flare Rates Rigid barriers 100 80 65 50 17:1 14:1 11:1 8:1 Semi-rigid barriers 13:1 11:1 9:1 7:1
The posts in the end treatment should have the same cross sections as provided in the main barrier. (c) Placement: Placement recommendations determine the exact layout of the barrier and should be made keeping in view the lateral offset of the barrier and flare rate. The final layout shall be a site-specific combination of these factors. The barriers should be made impervious to erosion. Flatter flare rates may be used, particularly where extensive grading would be required to ensure a flat approach from the travelled way, subject to the availability of Right of Way. 220.127.116.11 Roadside Concrete Barriers (a) Design Aspects: Roadside concrete safety barriers are rigid barriers having a sloped front face and a vertical back face. Based on evaluation of vehicle direction, sight distance, structural stability and the psychological effect of barrier height on driver reaction, the height of the median barrier shall be approximately 800mm. Variations upto 50 mm in height of barrier may be made in the total height of the barrier to meet the site requirements. However, lower slope shall be maintained
MANUAL OF SPECIFICATIONS AND STANDARDS
at a height between 200 mm and 350 mm so as to reduce the chances of overturning of the vehicles. The concrete barriers may be pre-cast in length up to 6 m, depending upon the feasibility of transport and lifting arrangements. Concrete grade for the barriers should not be leaner than M30. The minimum thickness of foundations shall be 25 mm cement concrete or hot mix asphalt placed at the base of barrier, to provide lateral restraint. Where more than 75 mm thick overlay on the road pavement is anticipated, the foundation step may be increased to 125 mm. However, longitudinal roadside concrete barrier should have elaborate footing design which is structurally safe, unless sufficient earth support is available. (b) End Treatment: Safety barrier shall be provided with an end treatment, which shall be obtained by tapering the height of terminating end of the median barrier within a length of 8 m to 9 m. Placement: Placement recommendations for roadside steel barriers, are applicable to concrete barriers as well.
General Raised kerbs or drains shall not be provided between the carriage way and the barriers. These destabilize the vehicle balance and disturb its equilibrium before it strikes the barrier, thus defeating the essential purpose of safety and redirection of the impacting vehicle.
Survey Points The Concessionaire shall carefully protect all the survey reference points, bench marks, setting out points, monuments, towers and the like from any damages and shall maintain them and promptly repair or replace any points damaged from any causes whatsoever. The Concessionaire shall regularly recheck the position of all setting out points, bench marks and the like to the satisfaction of the IE.
Protection of the Works from Weather During construction of the Works, storm restraint systems shall be provided where appropriate. These systems shall ensure the security of the partially completed and on going stages of construction in all weather conditions.
Damage and Interference (a) Work shall be carried out in such a manner that there is no damage to or interference with: (i) (ii) (iii) (iv) Watercourses or drainage systems; utilities; structures (including foundations), roads, including street furniture, or other properties; public or private vehicular or pedestrian access; and
WORK SITE SAFETY, REINSTATEMENTS AND TRAFFIC REGULATIONS
monuments, trees, graves or burial grounds other than to the extent that is necessary for them to be removed or diverted to permit the execution of the Works. Heritage structures shall not be damaged or disfigured on any account.
The Concessionaire shall inform the IE as soon as practicable of any items which are not stated in the Concession to be removed or diverted but which the Concessionaire considers need to be removed or diverted to enable the Works to be carried out. Such items shall not be removed or diverted until the consent to such removal or diversion has been obtained. Items which are damaged or interfered with as a result of the Works and items which are removed to enable work to be carried out shall be reinstated to at least the same condition as existed before the work started. Any claims by utility agencies due to damage of utilities by the Concessionaire shall be borne by the Concessionaire.
Utilities Responsibility of the Concessionaire regarding utilities is detailed in Appendix II to this chapter.
Structures, Roads and Other Properties The Concessionaire shall immediately inform the IE of any damage to structures, roads or other properties.
Access Alternative access shall be provided to all premises if interference with the existing access, public or private, is necessary to enable the Works to be carried out. The arrangements for the alternative access shall be as agreed by the Independent Engineer and the concerned agency. Unless agreed otherwise, the permanent access shall be reinstated as soon as practicable after the work is complete and the alternative access shall be removed immediately and the ground surfaces reinstated.
Trees The Concessionaire is not permitted to cut any trees except in accordance with all Applicable Laws. The Concessionaire has to assess the number of trees existing within the right-of-way and has to arrange permission from appropriate Government authorities for cutting back or removal of trees which are deemed to be affected by the right of way (i.e., within the limits of permanent works). The trees requiring to be felled will be removed from ground level by the Concessionaire prior to commencement of the works.
Removal of Graves and Other Obstructions If any graves and other obstructions are required to be removed in order to execute the Works and such removal has not already been arranged for, the Concessionaire shall draw the Independent Engineer’s attention to them in
MANUAL OF SPECIFICATIONS AND STANDARDS
good time to allow all necessary arrangements and authorisations for such removal. 14.13 Protection of the Adjacent Structures and Works The Concessionaire shall take all necessary precautions to protect the structures or works being carried out by others adjacent to and, for the time being, within the Site from the effects of vibrations, undermining and any other earth movements or the diversion of water flow arising from its work. 14.14 Traffic Management Plan The Concessionaire shall develop a detailed traffic management plan for the work under the Concession. The purpose is to develop a traffic management plan to cope with the traffic disruption as a result of construction activities by identifying strategies for traffic management on the roads and neighbourhoods impacted by the construction activities. The Concessionaire shall implement the traffic management plan throughout the entire period of the Concession. 14.14.1 Principles for Traffic Management Plan The basis for the plan shall take into consideration the following principles: (i) (ii) (iii) (iv) 14.14.2 to minimise the inconvenience to road users and the interruption to surface traffic through the area impacted by the construction activities; to ensure the safety of road users in the impacted area; to facilitate access to the construction site, and to maintain reasonable construction progress; and to ensure traffic safety at each construction site.
Integrated Traffic Management Plan The Concessionaire shall prepare an integrated plan showing the arrangements to be made for accommodating road and pedestrian traffic, at individual construction sites and continuously along the alignment, to smooth traffic operations and for the safety of both construction workers and road users. The plan shall consider different measures such as: (i) (ii) (iii) (iv) (v) (vi) The use of top-down construction to reduce the period of disruption to road users; proper phasing and timing of traffic signals; modifications to intersection geometry; changes in lane usage; parking prohibitions; re-location of bus stops;
(vii) reducing width of footpaths and median; (viii) right-turn prohibition;
and installation 241 . plant and equipment shall be protected from accident at all times. REINSTATEMENTS AND TRAFFIC REGULATIONS (ix) (x) (xi) work site access management. where existing footbridges and underpasses are demolished or closed. pedestrians. etc.5 m.14. (viii) any traffic related facilities (bus stops. The Concessionaire shall include local traffic diversion routes and assess traffic impacts caused by the construction in the affected areas. The footpath shall be separated from vehicle traffic. traffic management schemes. (b) (c) (d) (vii) construction traffic shall be separated from other traffic wherever possible. roadway designs. any roads or intersections that have no alternative access shall not be fully closed for construction. Other considerations include: (i) (ii) (iii) (iv) (v) (vi) The minimum lane widths for fast traffic and mixed traffic shall follow the regulations of the different authorities. minimising the duration of any road closure. or supplementary lanes are required to satisfy the traffic demands.) which are affected by the construction works shall be maintained or relocated to appropriate locations. workmen. parking. Emergency access to all properties shall be maintained at all times.WORK SITE SAFETY.3 Mitigation of Traffic Disturbances (a) The Concessionaire shall manage the vehicular and pedestrian right of way during the period of construction. (xii) modification of roadway alignment affected by the construction. as these may influence the construction process. (ix) (x) motorists. unless otherwise indicated. traffic diversion schemes to adjacent roadways shall be developed with quantitative justifications. 14. provisions shall be made for pedestrian crossing to minimise the conflicts between a traffic lane. reversible lane operations. minimum footpath width shall be 1. Where it becomes necessary to close a road or intersection. and (xiii) other engineering measures as may be applicable. access to business premises and property shall be maintained to the extent that normal activities are not seriously disrupted. The Concessionaire shall take account of the need to maintain essential traffic requirements.
Temporary traffic arrangements and control shall be inspected and maintained regularly. both by day and night. shall comply with the requirements of the traffic police and should be in accordance with the requirements of MOSRTH. 14. including road markings. backing plates and faces. Adequate number of traffic marshals shall be deployed for smooth regulation of traffic.15. posts. 14. Copies of documents containing such requirements shall be kept on the Site at all times. having used its best endeavours. and (xi) where applicable. Temporary traffic arrangements and control for work on public roads and footpaths shall comply with the requirements of the traffic police. All overhead traffic management signs that are fixed to bridges and gantries shall be illuminated at night. Temporary traffic signs. fails to secure the necessary approval from the transport authorities and the traffic police department for temporary traffic arrangements and control on public roads.15. Pedestrian routes shall be illuminated at night to a lighting level of not less than 50 lux. then the IE will use its best endeavours to assist the Concessionaire to secure such approval but without responsibility on the part of the IE to do so. Lights and signs shall be kept clean and legible.MANUAL OF SPECIFICATIONS AND STANDARDS of traffic control devices shall be in conformance with the requirements and regulations defined by the relevant authorities. (b) (c) (d) (e) 14.1 Temporary Traffic Arrangements and Control (a) Temporary traffic diversions and pedestrian routes shall be surfaced and shall be provided where work on roads or footpaths obstruct the existing vehicular or pedestrian access. incorrectly positioned or not in working order shall be repaired or replaced promptly. In the event that the Concessionaire.15 Approval for Temporary Traffic Arrangements and Control The Concessionaire shall make all arrangements with and obtain the necessary approval from the transport authorities and the police department for temporary traffic arrangements and control on public roads.2 Particulars of Temporary Traffic Arrangements and Control (a) The following particulars of the proposed temporary traffic arrangements and control on public roads shall be submitted to the IE at least 28 days before the traffic arrangements and control are implemented: 242 . dirty. Equipment which are damaged. utility diversions shall be incorporated in the traffic management plan. The relevant work shall not be commenced until the temporary traffic arrangements and control have been implemented.
and any conditions or restrictions imposed by traffic police or any other relevant authorities. including copies of applications. Measures shall be taken to prevent the excavated materials. shall have flashing amber lights positioned on the top of them every 50 m apart and at every abrupt change in location.4 Reinstatement of Public Roads and Footpaths (a) Temporary diversions. (b) 243 . guarding and traffic control arrangements and equipment. The Concessionaire shall submit his design for the reinstatement to the relevant authorities and obtain their prior approval to carry out the work. pedestrian access and lighting. signage. Concessionaire’s equipment and other vehicles leaving the Site shall be loaded in such a manner that the excavated material. footpath and kerbs. road signage.15. (c) (d) 14. The wheels of all vehicles shall be washed when necessary before leaving the Site to avoid the deposition of mud and debris on the roads. mud or debris will not be deposited on roads. Surfaced roads on the Site and leading to the Site shall not be used by tracked vehicles unless protection against damage is provided. signing. (b) (c) Where concrete barriers are used to separate flows of traffic. silt or debris from entering gullies on roads and footpaths.WORK SITE SAFETY. Directly below the flashing light shall be fixed. Site perimeter fencing and barriers along the roadway. entry of water to the gullies shall not be obstructed. Roads. REINSTATEMENTS AND TRAFFIC REGULATIONS (i) (ii) (iii) Details of traffic diversions and pedestrian routes. guarding and traffic control equipment shall be removed immediately when they are no longer required. Reinstatement works shall include. but not be limited to: (i) (ii) (iii) Parking bays. details of lighting. a white fluorescent light with a waterproof cover.3 Use of Roads and Footpaths (a) (b) Public roads and footpaths on the Site in which the work is not being carried out shall be maintained in a clean and passable condition.15. in the vertical position. correspondence and approval. the barriers shall be in a continuous unbroken line. footpaths and other items affected by temporary traffic arrangements and control shall be reinstated to the current MOSRTH specifications. All such loads shall be covered or protected to prevent dust being emitted. 14.
MANUAL OF SPECIFICATIONS AND STANDARDS (iv) (v) (vi) street lighting. He shall set up and operate a system whereby only those persons entitled to be on the Site can enter the Site. Notices shall be displayed at intervals around the Site to warn the public of the dangers of entering the Site. and (vii) road painting. are not restricted by the system or method of achieving the required security measures. structures and buildings and for all site laboratories in accordance with requirements.. traffic lights and control cable. and shall so arrange site boundary fences at all access drainage points of work areas that its use of such access points etc. and shall provide gates and barriers at such points of entry and whereby maintain a twenty four (24) hour security guard. telephone. the Concessionaire shall provide paved surfacing of adequate thickness and quality in consultation with the IE. in consultation with the IE. To this end. provide the specific points only at which entry through the security fence can be effected. The Concessionaire shall make all arrangements with and obtain the necessary approval from the relevant civil and utility authorities for the facilities. the Concessionaire shall. landscaping. (c) The Concessionaire shall be responsible for provision of: (i) Water. For lengths of roadway longer than 100 m and where vehicle movements exceed one hundred (100) movements/day and heavy commercial vehicle are to ply. During the progress of the Works. The Concessionaire shall maintain all site boundary fences in first class condition. electricity. In order to operate such a security system it will be necessary to institute the issue of unique passes to personnel and vehicles entitled (b) (c) (d) 244 . (ii) (d) Access roads and parking areas shall be provided within the Site as required and shall be maintained in a clean. sewerage and drainage facilities to site offices. and such other security personnel and patrols elsewhere as may be necessary to maintain security. acceptable and stable condition. 14. the Concessionaire shall maintain such additional security patrols over the areas of the Works as may be necessary to protect its own and its sub-contractor’s work and equipment and shall co-ordinate and plan the security of both the work under this Concession and the work of others having access to and across the Site and the Works.16 Security (a) The Concessionaire shall be responsible for the security of the Site for the full time the Site is in its possession. Site utilities and access. and power supply for his works.
WORK SITE SAFETY. Security and checking arrangements as necessary shall be provided with advice and help of the police. and which may need to be separately identifiable according to the shifts being worked on Site. at the outset. (e) The Concessionaire shall liaise with his sub-contractors and ensure that co-ordinated security procedures are operated. Security measures shall be coordinated with the IE. determine. (f) (g) 245 . in particular in respect of vehicles permitted to pass through the Sites of different sub contractors.The Concessionaire shall also introduce a system of issue of passes to any outsider or person/vehicles belonging to agencies other than the IE who may have to visit the site in connection with the work. REINSTATEMENTS AND TRAFFIC REGULATIONS to be on the Site. The Concessionaire shall at all times ensure that the field engineer has an up to date list of all persons entitled to be on the Site at any time . in consultation with the IE a system and the design of passes to suit the requirements of the foregoing and to suit the methods of work to be adopted by the Concessionaire. The Concessionaire shall.
Appendix I (Chapter 14) Works Areas and Temporary Power Supply 1. and. Treatment and disposal of sewage and wastewater from the Works area shall be provided to the satisfaction of the IE. (iii) Drainage and Sewerage (a) All storm or rainwater from the Site including any access roads thereto shall be conveyed to the nearest stream course. catchpit. drain. loading/ unloading and manoeuvring of motor vehicles. Damages or obstructions caused to any watercourse. All temporary and permanent works shall be carried out in such a manner that no damage or nuisance are caused by storm water or rain water to the adjacent property. The removal. channel or storm water drain as required.main or other installations within or adjoining the Site shall be made good to the satisfaction of the IE. No drain or watercourse shall be used without approval. (b) (c) (d) 247 . water. The Site shall be surfaced in a manner. in particular. footpaths and roadways and connecting facilities shall be clearly defined. Any damage done to the adjoining public roads and fixtures and properties (public or private) shall be made good by the Concessionaire to the satisfaction of the IE. diversion or reinstatement elsewhere as may be required of any existing works or installation whatsoever within the Site shall be carried out to the satisfaction of the IE. Standard Engineering Conditions The following standard engineering conditions apply to the portions of the Site where any part of the Works are undertaken: (i) Formation (a) (b) The Site shall be formed to the levels agreed upon with IE. compatible with their intended use. Measures shall be taken to ensure that all areas are properly drained and kept free of static water. (c) (ii) Roads and Parking (a) (b) Space shall be provided within the Site for parking.
(v) Pedestrian Access Every existing pedestrian access throughout the Site shall be maintained in a usable condition at all times including lighting. cooling and humidification purposes. removed and reerected in the new location wherever and whenever a Works area is relinquished in stages. for all temporary buildings. No potable water from the local authorities shall be used for heating. (b) (c) (d) 3. signing and guarding. Schematic diagrams and the details of the equipment for all temporary electrical installations shall be submitted by the Concessionaire. All electrical installation work on Site shall be carried out in accordance with the requirements laid down in BS 7375. telephone and sewerage shall be provided by the Concessionaire. The Concessionaire shall not install or operate any temporary Site electrical systems until this representative is appointed and has commenced duties. (vi) Fencing The Site shall be secured against unauthorised access at all times.MANUAL OF SPECIFICATIONS AND STANDARDS (iv) Buildings (a) (b) (c) No permanent structures other than those required for the permanent works shall be permitted on the Site. Electrical: General Requirements Temporary electrical Site installations and distribution systems shall be in accordance with: 248 . as required. and these diagrams together with the temporary electrical equipment shall be submitted to the IE for his review. or vehicle washing without the written consent of the authority concerned. All works shall be supervised or executed by qualified and suitably categorised electricians. 2. who are registered as such under the Electricity Ordinance 1990/ Electricity (Registration) Regulations 1990. In particular fencing or the like shall be maintained. Work on Site (a) The Concessionaire shall nominate a representative whose name and qualifications shall be submitted in writing to the Independent Engineer for review not later than 4 weeks before his appointment and who shall be solely responsible for ensuring the safety of all temporary electrical equipment on Site. water. The name and contact telephone number of the representative having been reviewed by the IE shall be displayed at the main distribution board for the temporary electrical supply so that he can be contacted in case of an emergency. Electricity.
installations in Site buildings – 230V/1-phase. appliances and components used within the distribution system shall comply with BS 4363 and BS 7375 Appendix A. All cabling shall be run at high level whenever possible and firmly secured to ensure that they do not present a hazard or obstruction to people and equipment. IEE Wiring Regulations (16th Edition). movable plant fed by trailing cable – 415V/3-phase. Design Considerations (a) Distribution equipment utilised within the temporary electrical distribution system shall incorporate the following features: (i) (ii) (iii) (iv) (b) Flexibility in application for repeated use. 249 . 5. and reduced voltages shall conform to BS 7375. Mains Voltage (a) The Site mains voltage shall be as per the Electricity Authority. The installation on Site shall allow convenient access to authorised and competent operators to work on the apparatus contained within. electricity and its subsidiary regulations. robust construction to resist moisture and damage.WORKS AREAS AND TEMPORARY POWER SUPPLY (i) (ii) (iii) (iv) (v) (vi) Indian Electricity Rules. suitability for transport and storage. BS 7375 Distribution of Electricity on Construction and Building Sites. 230V supply. 4. (c) 6. Types of Distribution Supply. and safety in use. and (vii) any other applicable national standards. the Power Companies’ Supply Rules. The following voltages shall be adhered to for typical applications throughout the distribution systems: (i) (ii) (iii) fixed plant – 415V/3-phase. 415V/ 3-phase 4 – wire system: (i) (ii) (b) Single phase voltage shall be as per the Electricity Authority. Materials. Appliances and Components All materials. BS 4363 Distribution Assemblies for Electricity Supplies for Construction and Building Sites.
sockets and couplers shall be colour coded in accordance with BS 7375. BS 7430. 7. (b) 9. The protective devices shall be capable of interrupting (without damage to any equipment or the mains or sub-circuits) any short circuit current that may occur. residual current and earth faults. BS EN 60898. and any other appropriate Indian Standards. Earthing systems shall conform to the following standards: (i) (ii) (iii) (iv) IEE Wiring Regulations (16th Edition). BS 7375. (b) 8. Plugs. Site lighting (other than flood lighting) – 115V/1-phase.3kV shall be in accordance with BS 6346. Discrimination between circuit breakers and fuses shall be in accordance with: (i) (ii) (iii) (iv) BS 88. and IEEE Standard 80 Guide for Safety in AC Substation Grounding. portable and hand held tools – 115V/1-phase. 250 . Socket outlets and Couplers Low voltage plugs. 10. Supply cables up to 3.MANUAL OF SPECIFICATIONS AND STANDARDS (iv) (v) (vi) fixed flood lighting – 230V/1-phase. BS 7375. Cables (a) Cables shall be selected after full consideration of the conditions to which they will be exposed and the duties for which they are required. Earthing (a) Earthing and bonding shall be provided for all electrical installations and equipment to prevent the possibility of dangerous voltage rises and to ensure that faults are rapidly cleared by installed circuit protection. Protection of Circuits (a) Protection shall be provided for all main and sub-circuits against excess current. and constructed to conform to BS EN 60309. under and over voltage. (c) The Concessionaire shall carry out any conversion that may be necessary to enable him to use power from his source of supply. High voltage couplers and ‘T’ connections shall be in accordance with BS 3905. and (vii) portable hand-lamps (general use) – 115V/1-phase.
The following specifications shall also be referred to particularly for underground cables: (i) (ii) BS 6346 for armoured PVC insulated cables. For resistance to the effects of sunlight. (b) (c) 251 . All cables which are likely to be frequently moved in normal use shall be flexible cables. BS 6007 rubber insulated cables for electric power and lighting. Cables which have applied to them a voltage to earth exceeding 12 V but not normally exceeding 65 V shall be of a type insulated and sheathed with a general purpose or heat resisting elastomer. the cable shall conform to one of the following specifications appropriate to the duties imposed on it: (i) (ii) (iii) BS 6708 flexible cables for use at mines and quarries. reference shall be made to BS 7375. Lighting Installation (a) Where Site inspection of the Works is required during the nights. a degree of protection to IP 65 shall be employed. such earthed metal sheath and/or armour shall be in addition to the earth core in the cable and shall not be used as the sole earth conductor. (d) All cables which have a voltage to earth exceeding 65 V (except for supplies from welding transformers to welding electrodes) shall be of a type having a metal sheath and/or armour which shall be continuous and effectively earthed. and BS 6708 Flexible cables for use at mines and quarries. and BS 6500 insulated flexible cords and cables. overall non-metallic covering of cables shall be black in colour. (c) Where low voltage cables are to be used. Luminaires shall have a degree of protection not less than IP 54. Armoured cables having an over sheath of polyvinyl chloride (PVC) or an oil resisting and flame retardant compound shall be used whenever there is a risk of mechanical damage occurring.WORKS AREAS AND TEMPORARY POWER SUPPLY (b) For supplies to mobile or transportable equipment where operation of the equipment subjects the cable to flexing. the Lighting circuits shall be run separate from other sub-circuits and shall be in accordance with BS 7375 and BS 4363. Voltage shall not exceed 55 V to earth except when the supply is to a fixed point and where the lighting fixture is fixed in position. In particularly bad environments where the luminaires are exposed to excess of dust and water. (e) (f) (g) (h) 11. Flexible cables shall be in accordance with BS 6500 and BS 7375. In the case of flexible or trailing cables.
Identification Identification labels of a type reviewed by the IE shall be affixed to all electrical switches.MANUAL OF SPECIFICATIONS AND STANDARDS (d) (e) The Concessionaire shall upgrade the lighting level to a minimum of 200 lux by localised lighting in all areas where required. 14. date of the last inspection carried out and the recommended inspection period. 12. All portable electrical appliances shall be permanently numbered (scarf tag labels or similar) and a record kept of the date of issue. Emergency stops for machinery shall be provided. circuit breakers and motors to specify their purpose. 13. The Concessionaire shall submit for review by the Independent Engineer details of his maintenance schedule and maintenance works record. (b) 252 . Inspection and Testing Electrical installations on Site shall be inspected and tested in accordance with the requirements of the IEE Wiring Regulations (16th Edition). Maintenance (a) Strict maintenance and regular checks of control apparatus and wiring distribution systems shall be carried out by an electrician (duly qualified to carry out the said checks) to ensure safe and efficient operation of the systems. Electrical Motors (a) (b) Totally enclosed fan cooled motors to BS 4999: Part 105 shall be used. 15. Motor control and protection circuits shall be as stipulated in BS 6164. Mechanical protection of luminaires against damage by impact shall be provided by use of wire guards or other such devices whenever risk of damage occurs.
A schedule of utility diversions and utilities to remain but to be supported (the utility diversion plan) will be prepared by the Concessionaire and submitted with the preliminary design. transformers. 253 . telecommunication cables. The records shall contain the following details: (i) (ii) (iii) (iv) Location of utility. (c) (d) Records of the existing utilities encountered shall be kept by the Concessionaire on the Site and a copy provided for the IE. condition of utilities. leakage of utilities. (ii) (b) The diversion work shall be undertaken by the Concessionaire in accordance with the requirements of the Concession Agreement. date on which the utilities were encountered. 2. The schedule will list out utilities that: (i) will be diverted by the Concessionaire during the course of the Works. Responsibility of the Concessionaire (a) The Concessionaire shall make his own enquiries and investigations.Appendix II (Chapter 14) Utilities 1. The Concessionaire shall immediately inform the IE and the utility agencies of any: (i) (ii) (iii) damage to utilities. storm water drains etc. including excavating trial holes. and will remain in place and require the use of specific construction methods to complete the works around and below or above the utilities including support of the utilities during construction. sewers. nature. General Utilities are defined as public utilities above or below ground and include all live water mains. location and size of utilities. nature and sizes of the utilities. street lights. telephone posts. and discovery of utilities not previously identified. power cables. to ascertain the existence.
location.MANUAL OF SPECIFICATIONS AND STANDARDS (v) (vi) (e) temporary or permanent supports provided. size and material) of all such utilities on the as-built drawings. and diversions made – temporary or permanent. The Concessionaire shall include the details (plan. 254 . ownership.
S. 4. N. DMRC Mr.K. Review Group 1.V. R. Reddy Managing Director. GoI Mr. Mangu Singh Civil Engineering Expert & Director. Sinha Former General Manager. Indian Railways (IR) & Head. Ministry of Urban Development. 4. 3. Civil Engineering Sub Group Mr. Urban Transportation. N. Delhi Metro Rail Corporation (DMRC) Mr.Iyer Former Chief Engineer. Chandrasekharan Former Chief Electrical Engineer. Electrical Engineering Sub Group 2. 3. Rolling Stock Sub Group Mr.Contributors to the Manual Chief Mentor Mr.S.K.C. S.P. S. Planning Commission. 5. Planning Commission. IR & Head. GoI Team Leader & Chief Co-ordinator Mr. Mr. GoI 2. Sivaramakrishna Former Chief Signalling & Telecommunications Engineer. Satish Kumar Eminent Electrical Engineer & Director. France) Mr. 255 . Saha Electrical Engineering Expert & Director. PPP. Hyderabad Metro Rail Limited Core Group 1. Signalling and Telecommunications Sub Group Mr. R. Mr. IR & Head. Jean Philippe Berger Urban Mass Transit Expert (M/s Semaly Consultants/Egis rail. Gajendra Haldea Adviser to Deputy Chairman. Lohia Civil Engineering Expert & Director. IR & Head.
IR & Adviser to GoAP Dr. 2. Ministry of Railways Mr.P. Former Director General. Internal Technical Audit Group 1. Legal Vetting 1. Ministry of Civil Aviation. GoI 2. Md. Mr.P. Prashant Kumar Commissioner of Railway Safety.C. M. Road Transport & Highways (MOSRTH). Mr. Safety Review Group 1.V. Hyderabad Metro Rail Limited & Ex-Officio Principal Secretary to GoAP Mr. M/s. Stanley Babu Former General Manager. Vishnu Vardhan Reddy Executive Engineer (Civil).MANUAL OF SPECIFICATIONS AND STANDARDS Appraisal Group 1. Railway Board. 3. Amarchand Mangaldas & Suresh A.S. 4. M. T. 256 . Hyderabad Metro Rail Ltd Mr. D. Sarma Chairman. GoI. GoI 2. Mr. GoI Mr. Shroff & Co. Ravindra Eminent Civil Engineer & Former Chairman. Legal Advisers to Government of Andhra Pradesh M/s. Gupta. Ministry of Shipping. G. Hyderabad Metro Rail Ltd 2. Garg Former Chief Commissioner of Railway Safety. Ziauddin Chief Engineer (Civil). Ministry of Civil Aviation. Hemant Sahai & Associates Legal Counsel to Planning Commission.K.
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